FCOM - Performance

OPERATIONS
ENGINEERING BULLETINS
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OPERATIONS ENGINEERING BULLETINS

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
OEB-GEN General Description

OEB-6 Partial Deployment of Passenger Oxygen Masks
OEB-28 No Localizer or Glide Slope Capture in Approach
OEB-30 No SRS Engagement During Go Around Below MDA
OEB-31 Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches
OEB-36 No SRS Engagement During Go Around in the Case of EPR Mode Fault
OEB-38 Erroneous Radio Altimeter Height Indication
OEB-40 AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT
OEB-41 Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the
Alternate Flight Plan
OEB-42 Incorrect Vertical Profile During Non Precision Approaches
OEB-43 F/CTL SPOILER FAULT
OEB-44 L/G GEAR NOT DOWNLOCKED
CTV A320 FLEET

FCOM
OEB-PLP-TOC P 1/2
28 AUG 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
CTV A320 FLEET

FCOM
OEB-PLP-TOC P 2/2
28 AUG 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
Localization
LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS

DU Title
DU identification
DU date
No Temporary Documentary Unit
CTV A320 FLEET

FCOM
OEB-PLP-LETDU P 1/2
28 AUG 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-PLP-LETDU P 2/2
28 AUG 13
OPERATIONS
GENERAL DESCRIPTION

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
PRELIMINARY PAGES - TABLE OF CONTENTS
General Description................................................................................................................................................. A
Cross Reference Between the Former and New OEB Identifications.....................................................................B
CTV A320 FLEET

FCOM
OEB-GEN-PLP-TOC P 1/2
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-GEN-PLP-TOC P 2/2
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL DESCRIPTION
Ident.: OEB-GEN-A-00014181.0001001 / 23 NOV 11
Applicable to: ALL
An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any deviations from
initial design objectives that have a significant operational impact. An OEB provides the operators
with technical information and temporary operational procedures that address these deviations.
Applicable to: ALL
TYPE OF OEB
OEBs can either be red or white, depending on their level of priority.
RED OEBs are issued to indicate that non-compliance with the recommended procedures may
have a significant impact on the safe operation of the aircraft.
WHITE OEBs are issued to indicate that non-compliance with the recommended procedures
may have a significant impact on aircraft operation.
Airbus strongly recommends that all Operators rapidly apply the OEB corrective actions as soon
as they become available, particularly for red OEBs.
Ident.: OEB-GEN-A-00014183.0001001 / 08 FEB 13
Applicable to: ALL
OEB CONTENT AND MANAGEMENT

An OEB:
Is temporary and usually focuses on one operational subject only,
Is included in the OEB section of both the FCOM and QRH. The procedural part of each white
or red OEB (OEB PROC) is provided in the OEB section of the QRH, so that the flight crew can
easily access the procedures,
Remains applicable until the appropriate corrective actions are completed.
Note:
After installation of the OEB corrective modification/Service Bulletins (SB): if an

Operator reinstalls any spare equipment for which there was an associated OEB, it is
Operators responsibility to ensure that this OEB be applied again for the applicable
aircraft.
OEB IN THE FCOM

The content of each OEB includes:
The reason for issue,
Technical explanations of the deviation from the initial design objectives,
The operational impact if the flight crew does not apply the OEB procedure,
CTV A320 FLEET

FCOM
OEB-GEN P 1/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
The conditions for applying the OEB procedures :

ECAM warning/caution affected by the OEB,
Cockpit effects,
Flight phases,
Specific event.
The OEB operational procedure(s) to be applied,
The corrective actions that cancel the OEB (if available),
The OEB REMINDER codes, (if applicable).
OEB IN THE QRH
Each FCOM OEB has an associated OEB PROC in the OEB section of the QRH, that
includes:
The title of the OEB PROC,
The ECAM ENTRY" field:
This section identifies whether or not one of the possible conditions for applying the OEB
PROC is an ECAM warning/caution.
The flight crew must disregard the ECAM procedure and/or STATUS of the ECAM alerts
listed in the "ECAM ENTRY" field and must apply the QRHs OEB procedure instead.
The OEB operational procedure(s) that the flight crew must apply.
FCOM LIST OF EFFECTIVE OEB
The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the
Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is
issued or revised, the LEOEB is updated.
The FCOM LEOEB consists of:

The "M" field that may provide the following Evolution Code:
The "N" letter indicates a new OEB, or
The "R" letter indicates a revised OEB, or
The "E" letter indicates an aircraft validity change on the OEB.
CTV A320 FLEET
FCOM
OEB-GEN P 2/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
The "Identification" field which identifies the OEB with its identification number.
Note:
The FCOM OEB and associated QRH OEB PROC have the same OEB number
in order to be consistent. However, the issue number of the QRH OEB PROC and
the FCOM OEB may be different, because a revision of an FCOM OEB does not
necessarily result in a revision of the corresponding QRH OEB PROC, that only
provides the procedure part.
The "T" field indicates the Type of OEB:

The "W" letter indicates a white OEB, or
The "R" letter indicates a red OEB.
Note:
OEBs are listed by type of OEB (RED OEBs first, then WHITE OEBs), and in
numerical order for each type of OEB. This enables the flight crew to easily review the
OEBs before flight.
The "E" field indicates whether or not the OEB affects ECAM procedure(s). This enable the
flight crew to easily review the OEBs before flight particularly for Operators that use the OEB
REMINDER function:
The "Y" letter indicates that the OEB affects only ECAM procedure(s),
The "N" letter indicates that at least one of the procedures provided in the OEB does not
affect ECAM procedure(s).
CAUTION
When Airbus provides the Operator with the LEOEB, the information
AFFECTS ECAM : Y ("E" field) does not necessarily mean that (for Operators
using the OEB REMINDER function) the Operators maintenance personnel
has activated the OEB REMINDER codes for this OEB onboard the aircraft.
It is the Operators responsibility to define a suitable process for providing the
flight crew with confirmation that the OEB REMINDER codes are activated for
the ECAM alerts affected by OEBs.
The "Rev Date" field indicates the date at which the OEB content was issued/changed
The "Title" field provides the OEB title.
QRH LIST OF EFFECTIVE OEB
The List of Effective Operations Engineering Bulletins (LEOEB) enables to review all the
Operations Engineering Bulletins (OEBs) that are applicable to the fleet. Each time an OEB is
issued or revised, the LEOEB is updated.
CTV A320 FLEET

FCOM
OEB-GEN P 3/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
The QRH LEOEB consists of:

The "Identification" field which identifies the OEB with its identification and issue number.
Note:
The FCOM OEB and associated QRH OEB PROC have the same OEB number
in order to be consistent. However, the issue number of the QRH OEB PROC and
the FCOM OEB may be different, because a revision of an FCOM OEB does not
necessarily result in a revision of the corresponding QRH OEB PROC, that only
provides the procedure part.
Red OEB identification number and title are in bold font. White OEB identification number and
title are in regular font. This enables the flight crew to easily review the OEBs before flight.
Note:
OEBs are listed in numerical order regardless of the type of OEB (red or white).
The "Title" field provides the OEB title and the "ECAM Entry" part of the OEB PROC. This
enable the flight crew to easily review the OEBs before flight particularly for Operators that use
the OEB REMINDER function.
CAUTION
When Airbus provides the Operator with the LEOEB, the information ECAM
Entry does not necessarily mean that (for Operators using the OEB
REMINDER function) the Operators maintenance personnel has activated the
OEB REMINDER codes for this OEB onboard the aircraft.
It is the Operators responsibility to define a suitable process for providing the
flight crew with confirmation that the OEB REMINDER codes are activated for
the ECAM alerts affected by OEBs.
A vertical bar in the margin of the QRH LEOEB identifies that the OEB is either new, revised or
has an aircraft validity change.
CTV A320 FLEET

FCOM
OEB-GEN P 4/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
Applicable to: ALL
REVIEW OF THE OEB

In accordance with the Standard Operating Procedures, and before each flight, the flight crew
must review all OEBs that are applicable to their aircraft. If the OEB conditions are applicable, the
flight crew must apply the operational procedure(s) that is in the QRH OEB section.
Applicable to: ALL
DISTRIBUTION
OEB are distributed to all affected Operators. The Operators shall provide flight crews with the
content of the OEB without delay.
Ident.: OEB-GEN-A-00014186.0001001 / 08 FEB 13
Applicable to: PK-GLA, PK-GLC, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,
PK-GLU, PK-GLX, PK-GLY
OEB REMINDER FUNCTION

The OEB reminder function provides operational help to the flight crew by enabling them to clearly
identify on the ECAM all procedures and STATUS messages superseded by an OEB procedure.
When a situation causes an ECAM warning/caution to trigger, a message informs the flight
crew in real time that there is an OEB for the displayed ECAM warning/caution and/or STATUS,
and as a result, that the ECAM procedure and/or STATUS is changed. In this case, a specific
ECAM message informs the flight crew to refer to the QRH. For more information Refer to FCOM
DSC-31-OEB Reminder.
OEB REMINDER CODE
The maintenance personnel must enter specific OEB REMINDER code(s) in the FWC OEB
database in order to update the ECAM.
These OEB REMINDER codes are provided in the FCOM OEB chapter only, and are sent to the
Operators Flight Operations department along with the associated QRH OEB PROC. This is to
ensure that the OEB database is not updated before the OEB procedure is available in the QRH
and FCOM onboard documentation.
CTV A320 FLEET

FCOM
OEB-GEN P 5/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
Good coordination between the Airlines/Operators Flight Operations department and the
Airlines/Operators Engineering department must be established, in order to:
Ensure that the QRH OEB section is updated onboard the aircraft before the activation of the
OEB REMINDER function for a specific OEB.
Rapidly send information about the OEB REMINDER codes to the Engineering department for a
rapid update of the ECAM.
Provide the flight crew with confirmation that the OEB REMINDER codes are activated onboard
the aircraft for the ECAM alerts affected by OEBs.
CAUTION
As soon as the maintenance personnel has embodied the corrective action that
cancels the OEB on a specific aircraft, the Operator must ensure that:
1. Maintenance personnel has deactivated the OEB REMINDER function for
the specific OEB, before informing their Flight Operations department of the
installation of the OEB correction action.
2. The QRH OEB section onboard the aircraft is updated to remove the specific
OEB from the applicable aircraft.
CROSS REFERENCE BETWEEN THE FORMER AND NEW OEB IDENTIFICATIONS

Ident.: OEB-GEN-00014220.0001001 / 23 NOV 11
Applicable to: ALL
Following the entry into service of the new digital FCOM/QRH, the OEB/OEBPROC identifications
were changed.
Note:
The former OEB identification is also provided within each OEB.
The following table provides the cross reference between the former and the new OEB/OEBPROC
identifications:
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
CTV A320 FLEET

FCOM
Former OEB
Identification
78
78
101
101
124
124
137
137
138
138
Issue
6
1
2
1
4
1
1
1
2
1
New OEB
Identification
OEB
Type
OEB Title
OEB 2
Braking Misbehaviour
OEB 3
Nose Landing Gear
OEB 4
VOR Bearing Fluctuations

(Bendix VOR)
OEB 5
Loss of Braking
OEB 6
A to B
Partial Deployment of
Passenger Oxygen Masks
Continued on the following page
OEB-GEN P 6/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
Former OEB
Identification
140
140
141
141
142
142
144
144
152
152
154
154
159
159
162
162
167
167
168
168
169
169
171
171
172
172
175
A318/319/320/321
A318/319/320/321
QRH
FCOM
175
176
1
5
A318/319/320/321
A318/319/320/321
QRH
FCOM
176
177
1
3
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
177
178
178
180
180
1
2
1
2
1
CTV A320 FLEET

FCOM
Issue
2
1
3
1
1
1
3
1
3
1
5
2
3
1
2
1
2
1
2
1
2
1
2
1
2
1
5
Continued from the previous page
New OEB
Identification
OEB
Type
OEB 7
False ECAM Amber Cautions
OEB 8
Insufficient Bank Angle
OEB 9
Dual FWC Failure following

Status Page Display
OEB 10
No Transition to Go-Around Phase
OEB 11
OEB 12
OEB 13
IDG Connector Arcing (IAE)
OEB 14
Incorrect Grid-MORA
Value Display on ND
OEB 15
LGCIU 1 Fault
OEB 16
FUEL L( R ) TK PUMP 1+2 LO PR
OEB 17
Dual FM Reset upon

Radial Fix Info Entry
OEB 18
Excessive FMS Holding Pattern Size
OEB 19
OEB 20
OEB 21
OEB 22
OEB 23
Operation of Center Tank Pumps
OEB 24
Operation of Fuel Pumps
OEB Title
"ENG 1(2) OIL FILTER CLOG"

ECAM Caution During Flight
Undue High Speed Target
at GA with One Eng Inop
Erroneous Guidance to
VAPP Target During Climb
WHEEL N/W STRG FAULT
and L/G SHOCK ABSORBER
FAULT ECAM Cautions
WHEEL N/W STEER FAULT
and L/G SHOCK ABSORBER
FAULT ECAM Cautions
High Engine Vibration Procedure
in Case of Temporary Loss
of N1 Vibration Indication
OEB-GEN P 7/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
Former OEB
Identification
181
181
182
182
183
183
184
184
185
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
185
188
188
189
1
2
1
1
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
189
190
190
194
194
195
195
197
197
199
1
2
1
2
1
3
2
1
1
2
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
QRH
FCOM
199
200
200
201
201
202
202
203
203
204
1
1
1
2
2
1
1
1
1
1
A318/319/320/321
A318/319/320/321
A318/319/320/321
QRH
FCOM
QRH
204
205
205
1
1
1
CTV A320 FLEET

FCOM
Issue
1
1
2
1
1
1
2
1
2
New OEB
Identification
OEB
Type
OEB 25
Incorrect Sequencing of
Altitude-Terminated (xA) Legs
OEB 26
Avionics Smoke
OEB 27
Dual Engine Failure
OEB 28
OEB 29
OEB 30
OEB 31
OEB 32
OEB 33
OEB 34
OEB 35
OEB 36
OEB 37
OEB 38
OEB 39
OEB 40
OEB 41
OEB 42
OEB Title
No Localizer or Glide
Slope Capture in Approach
Use of Dome Light for Entire
Flight to Ensure the Readability
of Standby Instruments
No SRS Engagement During
Go Around Below MDA
Erroneous Vertical Profile
During RNAV, LOC and
LOC B/C Approaches
Smoke/Fumes in Cockpit/Cabin
Due to Oil Leak at Engine Start
BSCU L4.9 Reset in Flight
FUEL L( R ) XFR VALVE FAULT or
FUEL L( R ) WING TK OVERFLOW
Bleed Selection to Prevent
Engine Stall on Both Engines
No SRS Engagement
During Go Around in the
Case of EPR Mode Fault
Erroneous Lateral Guidance in NAV
Mode During Takeoff and Go Around
Erroneous Radio
Altimeter Height Indication
Loss of MLS LOC
and G/S Deviations
AIR ENG 1(2) BLEED ABNORMAL
PR or AIR ENG 1(2) BLEED FAULT
Erroneous Alternate Fuel Predictions
Upon Modification of a Company
Route in the Alternate Flight Plan
Incorrect Vertical Profile During
Non Precision Approaches
OEB-GEN P 8/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
Aircraft
Manual
A318/319/320/321
A318/319/320/321
A318/319/320/321
A318/319/320/321
FCOM
QRH
FCOM
QRH
CTV A320 FLEET

FCOM
Former OEB
Identification
208
208
209
209
Issue
1
1
1
1
New OEB
Identification
OEB
Type
OEB 43
F/CTL SPOILER FAULT
OEB 44
L/G GEAR NOT DOWNLOCKED
OEB Title
OEB-GEN P 9/10
30 MAY 13

GENERAL DESCRIPTION
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-GEN P 10/10
30 MAY 13
OPERATIONS
PARTIAL DEPLOYMENT OF PASSENGER
OXYGEN MASKS

PARTIAL DEPLOYMENT OF PASSENGER OXYGEN MASKS
A320
FLIGHT CREW
OPERATING MANUAL
Partial Deployment of Passenger Oxygen Masks...................................................................................................A

Partial Deployment of Passenger Oxygen Masks...................................................................................................B
CTV A320 FLEET

FCOM
OEB-6-PLP-TOC P 1/2
07 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-6-PLP-TOC P 2/2
07 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
OEB6 Issue 1.0

Associated with QRH OEB Proc N: OEB6/1.0
Ident.: OEB-6-00013148.0002001 / 18 MAR 11
Applicable to: PK-GLD
Approved by: Head of Flight Operations Support and Services

- This OEB covers a significant operational issue. Non-compliance with this OEB should have a
significant impact on the operations of the aircraft. The Operators shall distribute its content to all
flight crews without delay. An extract of this OEB is provided for insertion in the QRH.
- It is recommended that all Operators accelerate the incorporation of all corrective Service Bulletins
as soon as they become available.
Reason for issue:
Applicable to:
Cancelled by:
This OEB replaces the A320 OEB 138.

The purpose of this OEB is to provide all A320 family operators with
operational recommendation following an event of non-deployment of
several passenger oxygen masks during ground test. The deployment
was manually initiated by pressing the MASK MAN ON pb located on
the cockpit overhead panel.
All A320 family aircraft equipped with Puritan-Bennett P/N 1S-Series

and 2S-Series.
New door latch electric-actuator (MOD 27572, SB A320 35-1020)
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for interchangeability
of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment affected by this
OEB, it is the Operator's responsibility to ensure that the recommendations given in this OEB are applied again for the
applicable aircraft.
Operations Engineering Bulletins are issued by Airbus, as the need arises, to quickly transmit
technical and procedural information. They are distributed to all FCOM holders and to others who
need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the AFM
remains the reference.
CTV A320 FLEET

FCOM
OEB-6 P 1/4
07 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-6
Criteria: OEB 6
OEB-6
Criteria: OEB 6
CTV A320 FLEET

FCOM
DU Title
Partial Deployment of Passenger

Oxygen Masks
Partial Deployment of Passenger
Oxygen Masks
DU identification
DU date
00013148.0002001
18 MAR 11
00013165.0002001
18 MAR 11
OEB-6 P 2/4
07 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL

Ident.: OEB-6-00013165.0002001 / 18 MAR 11
EXPLANATION
Masks may be deployed either automatically depending on the cabin altitude or manually by
pressing the MASK MAN ON pb.
For a manual deployment, pressing the MASK MAN ON pb energizes the release circuit that
opens the oxygen mask containers and then the passenger oxygen masks drop down.
The release circuit is energized as long as the pushbutton is pressed and the power to the
system is shut-off as soon as the pushbutton is released. In the event reported, the pushbutton
was quickly released (pressed less than 1 s) and several oxygen mask containers did not open.
To have the totality of the masks deployed it is necessary to press the MASK MAN ON pb for at
least 2 s.
For automatic deployment, the release circuit is correctly energized and all the oxygen masks
drop down.
PROCEDURE
Whenever the passenger oxygen masks have to be manually deployed, apply the following
procedure to ensure that the totality of the passenger oxygen masks deploys:
MASK MAN ON pushbutton must be pressed for at least 2 s.
CORRECTIVE ACTION
The incorporation of MOD 27572 (SB A320 35-1020) ensures immediate opening of the oxygen
container upon pressing the MASK MAN ON pb and therefore cancels the need for this OEB.
END OF OEB6
CTV A320 FLEET

FCOM
OEB-6 P 3/4
07 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-6 P 4/4
07 OCT 11
OPERATIONS
NO LOCALIZER OR GLIDE SLOPE
CAPTURE IN APPROACH

NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH
A320
FLIGHT CREW
OPERATING MANUAL
No Localizer or Glide Slope Capture in Approach..................................................................................................A

No Localizer or Glide Slope Capture in Approach .................................................................................................B
CTV A320 FLEET

FCOM
OEB-28-PLP-TOC P 1/2
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
OEB28 Issue 2.0

Ident.: OEB-28-00013496.0001001 / 27 MAY 13
Applicable to: PK-GLE, PK-GLF
Approved by: Head of Airbus Flight Operations & Training Support

Reason for issue:
Applicable to:
Cancelled by:
Issue 02:
This OEB issue 02 removes the electronic link to the FCOM in the frame
of the publication of the new FCOM Approach SOPs.
There is no technical change in the procedure.
Issue 01:
Several Operators experienced the following event: LOC* (G/S*)
capture mode did not engage when intercepting the localizer (glide
slope) during an ILS approach.
This OEB provides an explanation of the above-mentioned event, as
well as the operational recommendations that the flight crew should
apply, in order to intercept the ILS using LOC and G/S modes.
Aircraft with Rockwell Collins Multi-Mode Receiver (MMR), P/N

822-1152-121 (MOD 26999 or MOD 30631)
MMR P/N 822-1152-122 (MOD 37356)
CTV A320 FLEET

FCOM
OEB-28 P 1/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-28 P 2/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-28
DU Title
No Localizer or Glide Slope Capture in

Approach
Criteria: P5168
OEB-28
No Localizer or Glide Slope Capture in
Approach
Criteria: P5168
CTV A320 FLEET

FCOM
DU identification
DU date
00013496.0001001
27 MAY 13
00013497.0001001
27 MAY 13
OEB-28 P 3/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL

Ident.: OEB-28-00013497.0001001 / 27 MAY 13
EXPLANATION
Investigations have indicated that the LOC* capture mode did not engage due to an automatic,
internal reset of one Multi-Mode Receiver (MMR). This automatic reset causes the LOC and/or
G/S deviation data computed by this MMR to continuously change from Normal Operation to
No Computed Data, approximately every second. This can only be stopped, on ground, if the
maintenance crew cuts the MMR power for more than 10 s.
The Master FMGC must receive a valid LOC signal from its onside MMR for a minimum of 3 s to
enable LOC* mode engagement. When the MMR associated to the Master FMGC periodically
resets, the associated LOC signal is valid for less than one second, which explains why the LOC*
mode does not engage.
In such cases, when the AP and/or FD is engaged and the LOC and G/S modes are armed, the
aircraft may unexpectedly fly through the ILS beam without capturing it. The ILS identification
and deviation symbols displayed on the PFD (and on the ND in ROSE-LS mode) may
intermittently disappear. However, when displayed, these ILS deviation symbols are reliable.
The possibility of both MMRs being simultaneously affected is very remote. Therefore, it is highly
probable that the second MMR is operative and will continue to provide constant and valid data
to the Slave FMGC.
If the flight crew changes the AP in command, the Slave FMGC becomes Master, and will use
the associated, valid data from its onside MMR. This will enable the localizer and/or the glide
slope capture modes to engage.
Note:
1. If both APs are engaged, FMGC1 is Master. To change the Master FMGC from
FMGC1 to FMGC2, the flight crew must disengage AP1 pb by pressing the AP1 pb
on the FCU.
2. If the autopilot is disengaged, and both FDs are engaged, FMGC1 is Master by
default. It is possible to change the Master FMGC from FMGC1 to FMGC2, by
engaging AP2, or disengaging FD1.
PROCEDURE
In accordance with the FCOM Standard Operating Procedures, the flight crew should closely
monitor the localizer and glide slope capture, for every ILS approach.
If LOC* mode does not engage when expected, the flight crew should:
Perform the ILS interception using the LOC raw data deviations. The FD and AP can be used
in selected modes (HDG-V/S modes, or preferably TRK-FPA modes) for this purpose.
CTV A320 FLEET

FCOM
OEB-28 P 4/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
NO LOCALIZER OR GLIDE SLOPE CAPTURE IN APPROACH (Cont'd)

Consider changing the Master FMGC:
If the AP is engaged:
Change the AP in command
(If AP1+2 are engaged, change to AP2, by pressing the AP1 pb on the FCU to
disengage AP1)
If the AP is disengaged, and the FDs are engaged:
Turn off FD1
Then, attempt to reengage the LOC and G/S modes, by pressing the APPR pb.
LOC* (G/S*) mode should engage as expected, and the ILS can then be flown in LOC and G/S
modes. However, the flight crew should disregard the approach capability on the FMA, and
perform only a CAT I approach with a manual landing.
Note:
If it is still not possible to intercept the ILS after changing the Master FMGC, the
flight crew must perform an ILS approach using raw data. The AP/FD can be used in
selected modes (HDG/VS, or preferably TRK/FPA). The flight crew should disarm the
APPR (LOC) mode(s) by setting the APPR (LOC) pb to OFF on the FCU, and then
perform a CAT I approach with a manual landing.
CORRECTIVE ACTION
This OEB is cancelled by the installation of the MMR P/N 822-1152-122.
END OF OEB28
CTV A320 FLEET

FCOM
OEB-28 P 5/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-28 P 6/6
30 MAY 13
OPERATIONS
NO SRS ENGAGEMENT DURING GO
AROUND BELOW MDA

NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA
A320
FLIGHT CREW
OPERATING MANUAL
No SRS Engagement During Go Around Below MDA .......................................................................................... A

No SRS Engagement During Go Around Below MDA........................................................................................... B
CTV A320 FLEET

FCOM
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
OEB30 Issue 1.0

Ident.: OEB-30-00013524.0002001 / 18 MAR 11
Applicable to: PK-GLA, PK-GLC, PK-GLD

Reason for issue:
Applicable to:
Cancelled by:

One Operator reported a case where the flight crew initiated a Go
Around slightly below the Minimum Descent Altitude (MDA), and the
aircraft did not pitch up as expected. The flight crew performed a non
precision approach (a VORDME approach) using the FINAL APP
managed guidance mode with the AP1 (Autopilot) engaged during the
final approach.
This OEB is issued to provide flight crews with an operational procedure
to avoid such aircraft behavior.
The operational procedure provided in this OEB applies to all Non
Precision Approaches, for both conventional approaches and RNAV
approaches, flown in FINAL APP managed guidance mode.
All A318/A319/A320/A321 aircraft
Flight Guidance (FG) "I11" standard part of FMGC S4I11 (MOD 37252),
P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12 (MOD
37935), P1C12 (MOD 37934).
CTV A320 FLEET

FCOM
OEB-30 P 1/6
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-30 P 2/6
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-30
DU Title
No SRS Engagement During Go Around

Below MDA
Criteria: SA
OEB-30
Below MDA
Criteria: SA
CTV A320 FLEET

FCOM
DU identification
DU date
00013524.0002001
18 MAR 11
00013525.0002001
18 MAR 11
OEB-30 P 3/6
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL

Ident.: OEB-30-00013525.0002001 / 18 MAR 11
EXPLANATION
Note:
The following behavior does not occur when the flight crew uses lateral managed
guidance only (NAV-FPA or NAV-V/S).
The following occurs when the flight crew uses the FINAL APP managed guidance mode, and
engages either AP1 or FD1 (AP OFF, FMGC1 is the master):
During a non-precision approach, when the aircraft is reaching MDA (MDH) minus 50 ft, or the
Missed Approach Point (MAP), the FMGC automatically commands an AP/FD disconnection,
in order to automatically disengage the FINAL APP managed guidance mode. After the AP/FD
disconnection, the FD engages again, either in heading-vertical speed (HDG-V/S), or track-Flight
Path Angle (TRK-FPA) mode, with the current aircraft targets.
If the flight crew initiates a go-around below MDA (MDH) during a short period of time
(approximately 600 ms) after the AP/FD disconnection, no FMGC takes over to engage the
go-around guidance modes, as expected. This is due to the fact that both FMGCs are not entirely
synchronized when the AP/FD automatically disconnects.
As a result, the GA TRK lateral guidance mode and the SRS vertical guidance mode do not
engage during the go-around. In addition, the FD remains in a basic guidance mode (i.e.
HDG-V/S or TRK-FPA), and provides the flight crew with pitch down orders that are not
appropriate.
Investigation has demonstrated that if the flight crew disengages the FINAL APP managed
guidance mode during the final stage of the approach, the SRS and the GA TRK guidance
modes engage as expected, when the flight crew initiates a go-around slightly below MDA(MDH).
PROCEDURE
During a non precision approach, when using the FINAL APP managed guidance mode:
At DA(DH) or MDA(MDH), or earlier in approach if visual conditions are obtained:
DISENGAGE the FINAL APP mode by pressing the APPR pushbutton on the FCU.
When the flight crew presses the APPR pb in order to disengage the FINAL APP managed
guidance mode, a basic vertical guidance mode, either V/S or FPA, engages.
This ensures that the SRS and GA TRK guidance modes correctly engage, if the flight crew
initiates a go-around slightly below MDA (MDH).
CTV A320 FLEET

FCOM
OEB-30 P 4/6
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
NO SRS ENGAGEMENT DURING GO AROUND BELOW MDA (Cont'd)

CORRECTIVE ACTION
This OEB is cancelled by the installation of the Flight Guidance (FG) "I11" standard part of
FMGC S4I11 (MOD 37252), P1I11 (MOD 37311) or FG "C12" standard part of FMGC S4C12
(MOD 37935), P1C12 (MOD 37934).
END OF OEB30
CTV A320 FLEET

FCOM
OEB-30 P 5/6
20 OCT 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-30 P 6/6
20 OCT 11
OPERATIONS
ERRONEOUS VERTICAL PROFILE
DURING RNAV, LOC AND LOC B/C
APPROACHES

A320
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS VERTICAL PROFILE DURING

RNAV, LOC AND LOC B/C APPROACHES
Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................A
Erroneous Vertical Profile During RNAV, LOC and LOC B/C Approaches.............................................................B
CTV A320 FLEET

FCOM
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
OEB31 Issue 2.0

ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES
Ident.: OEB-31-00013528.0003001 / 27 MAY 13

Reason for issue:
Applicable to:
CTV A320 FLEET
FCOM
Issue 02:
This OEB issue 02 modifies the "Cancelled by" section and removes the
electronic link to the FCOM in the frame of the publication of the new
FCOM Approach SOPs.
Issue 01:
This OEB is issued to provide Operators with the operational
recommendations to apply in cases where the flight crew performs an
RNAV or a LOC or LOC Back Course (B/C) approach with the MAP
located before the runway (RWY) threshold.
This is because in such cases, the FMGC does not compute the vertical
flight path correctly. As a result, it may cause the aircraft, when flown in
managed vertical guidance, during an RNAV approach, to fly a vertical
flight path lower than the published one on the approach procedure
chart.
This anomaly also applies to the vertical deviation indication symbol,
VDEV.
These recommendations were originally published in FCOM Standard
Operating Procedures. Due to the fact that more and more RNAV
procedures are being published in the Instrument Approach Procedures
(lAP), Airbus found it necessary to publish this OEB in order to highlight
these recommendations.
All A320 family aircraft fitted with the Honeywell FMS.
OEB-31 P 1/6
30 MAY 13

A320

FLIGHT CREW
OPERATING MANUAL
Cancelled by:
Honeywell FMS2 "Release 1A" Standard (MOD 38778 on CFM aircraft,

or MOD 38779 on IAE/PW aircraft).
CTV A320 FLEET

FCOM
OEB-31 P 2/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-31
DU Title
Erroneous Vertical Profile During RNAV,

LOC and LOC B/C Approaches
Criteria: SA
OEB-31
Erroneous Vertical Profile During RNAV,
LOC and LOC B/C Approaches
Criteria: SA
CTV A320 FLEET

FCOM
DU identification
DU date
00013528.0003001
27 MAY 13
00013529.0003001
27 MAY 13
OEB-31 P 3/6
30 MAY 13

A320

FLIGHT CREW
OPERATING MANUAL
ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES
Ident.: OEB-31-00013529.0003001 / 27 MAY 13
EXPLANATION
When the FMGC identifies an lAP that is labelled as RNAV in the navigation database, and that
is labelled as RNV on the MCDU, it builds the final approach vertical flight path assuming that
there is an altitude constraint at the MAP equal to the runway threshold elevation plus 50 ft.
As a result, when the MAP is located before the runway (RWY) threshold, the FMGC computes
an erroneous vertical flight path for the final approach, an erroneous crossing altitude at the
MAP, and displays an erroneous vertical deviation indication (VDEV symbol) on the PFD, when
flying the approach. This VDEV anomaly also applies to the LOC and LOC B/C approaches with
the MAP located before the runway (RWY) threshold.
Therefore, for RNAV approaches, when the MAP is located before the runway threshold, the
flight crew cannot use flight guidance in FINAL APP mode, and they must disregard the VDEV
symbol.
The flight crew must fly the LOC and LOC B/C approaches in selected vertical guidance mode
(FPA or V/S mode), and they must disregard the vertical deviation symbol (VDEV).
CTV A320 FLEET

FCOM
OEB-31 P 4/6
30 MAY 13

A320

FLIGHT CREW
OPERATING MANUAL
ERRONEOUS VERTICAL PROFILE DURING RNAV, LOC AND LOC B/C APPROACHES (Cont'd)
Note that approaches labelled as "GPS" on the MCDU are not affected and can be flown in
FINAL APP mode regardless of the MAP position.
PROCEDURE
FOR RNAV APPROACHES
For any approach labelled as RNV on MCDU:
VERIFY on the approach chart and on the MCDU that the MAP is at the runway threshold
On the MCDU F-PLN page, if the last waypoint of the active F-PLN, displayed in green, is
identified as a runway (e.g. LFB032L), it means that the runway threshold is the MAP.
If the MAP is located at the runway (RWY) threshold:
Use of the vertical managed guidance mode (FINAL APP) is possible
If the MAP is not located at the runway (RWY) threshold:
DO NOT USE vertical managed guidance (FINAL APP)
USE NAV mode for lateral guidance
USE SELECTED vertical guidance mode only (FPA is recommended)
DISREGARD the VDEV symbol, and crosscheck the final descent using altitude versus
distance to the MAP.
Note:
Approaches labelled as "GPS" on the MCDU can be flown in FINAL APP mode,
regardless of the MAP position.
FOR LOC, OR LOC BACK COURSE (B/C) APPROACHES

CHECK the position of the MAP on the approach chart
If the MAP is located at the runway (RWY) threshold:
VDEV symbol can be used to assist the flight crew in flying the vertical flight path in
selected mode.
If the MAP is located before the runway (RWY) threshold:
DISREGARD the VDEV symbol, and crosscheck the final descent using the altitude
versus the distance to the MAP.
END OF OEB31
CTV A320 FLEET

FCOM
OEB-31 P 5/6
30 MAY 13

A320

FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-31 P 6/6
30 MAY 13
OPERATIONS
AROUND IN THE CASE OF EPR MODE
FAULT

A320
FLIGHT CREW
OPERATING MANUAL

AROUND IN THE CASE OF EPR MODE FAULT
No SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................A

No SRS Engagement During Go Around in the Case of EPR Mode Fault.............................................................B
CTV A320 FLEET

FCOM
28 AUG 13

A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
28 AUG 13

A320
FLIGHT CREW
OPERATING MANUAL
OEB36 Issue 2.0

NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT
Ident.: OEB-36-00013566.0003001 / 28 AUG 13
Applicable to: PK-GLE, PK-GLF, PK-GLJ

Reason for issue:
Applicable to:
Cancelled by:
CTV A320 FLEET

FCOM
Issue2:
This OEB is reissued to.complete the "Cancelled by:" and the
"CORRECTIVE ACTION" sections with the relevant MOD and Airbus
SB references.
Issue1:
One operator reported a case where, at takeoff, the Speed Reference
System (SRS) mode did not engage, as expected while setting takeoff
thrust. The aircraft was dispatched in N1 rated control mode (EPR
control mode inoperative).
Investigation has shown that similar misbehavior also applies in the
case of go-around with EPR control mode inoperative.
This OEB is issued to provide flight crews with an operational procedure
in the case of a go-around with EPR control mode inoperative (EPR
control mode failure in flight).
All A320 family aircraft fitted with IAE engines and Flight Guidance (FG)
"I9" (Thales/GE, MOD 34076) "I10" (Honeywell, MOD 35526) standard
and subsequent.
Flight Guidance (FG) "I11 A" standard (Thales/GE, MOD 151693,

Airbus SB A320-22-1345, or Honeywell, MOD 151692, Airbus
SB: TBD), "I12" standard (Thales/GE, MOD 152968, Airbus SB
A320-22-1380, or Honeywell, MOD152967, Airbus SB A320-22-1379) or
OEB-36 P 1/6
28 AUG 13

A320

FLIGHT CREW
OPERATING MANUAL
"PI12" standard (Thales/GE, MOD 155032, Airbus SB A320-22-1444, or

Honeywell, MOD 154192, Airbus SB A320-22-1441)
CTV A320 FLEET

FCOM
OEB-36 P 2/6
28 AUG 13

A320
FLIGHT CREW
OPERATING MANUAL
M
R
Localization
DU Title

in the Case of EPR Mode Fault
Criteria: 22-1203, IAE, P8015, P8486, P9126
OEB-36
in the Case of EPR Mode Fault
Criteria: 22-1203, IAE, P8015, P8486, P9126
OEB-36
CTV A320 FLEET

FCOM
DU identification
DU date
00013566.0003001
28 AUG 13
00013568.0003001
28 AUG 13
OEB-36 P 3/6
28 AUG 13

A320

FLIGHT CREW
OPERATING MANUAL
NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT

Ident.: OEB-36-00013568.0003001 / 28 AUG 13
EXPLANATION
The following occurs in case of go-around when engines are in N1 control mode (EPR control
mode inoperative).
If the flight crew initiates a go-around, go-around modes do not engage and the FMS does not
engage the GO AROUND phase, as expected. The Flight Director (FD) does not engage in
go-around mode but either remains in current mode or reverts in basic guidance mode (i.e.
V/S-HDG or FPA-TRK).
Consequently FD crossbars provide the flight crew with inappropriate pitch down orders.
If the FD is OFF (or the Flight Path Vector is used) the FD crossbars will not automatically
engage (even with the automatic FD crossbars engagement during go-around).
If initially engaged, Auto Pilot(s) (APs) disengages.
As a consequence the flight crew will have to perform a manual go-around and simultaneously to
disengage the FD (if previously engaged). Afterwards APs and FDs can be reengaged.
The landing capability is limited to CAT 1.
PROCEDURE
In the case of go-around with EPR control mode inoperative, perform a manual go-around with
no FD:
Maximum landing capability is CAT 1.
Note:
To perform a manual go-around with no FD, the PF simultaneously announces her/his

intention, disengages the AP, applies TOGA and initiates the rotation.
GO-AROUND............................................................................................................... ANNOUNCE
AP (if engaged)......................................................................................................................... OFF
BOTH FDs (if engaged)............................................................................................................ OFF
Action performed by the PNF on PF request.
THRUST LEVERS..................................................................................................................TOGA
ROTATION................................................................................................................15 OF PITCH
Rotate to 12.5 in case of engine failure.
FLAPS.......................................................................................................... RETRACT ONE STEP
POSITIVE CLIMB.........................................................................................................ANNOUNCE
LDG GEAR UP....................................................................................................................ORDER
LDG GEAR...................................................................................................................SELECT UP
CTV A320 FLEET

FCOM
OEB-36 P 4/6
28 AUG 13

A320

FLIGHT CREW
OPERATING MANUAL
NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd)
Adjust pitch to maintain VAPP
When appropriate:
Set both FDs to ON (basic guidance modes engage)
Engage OP CLB and select appropriate speed and lateral mode
AP use as required
When reaching thrust reduction altitude:
Set both thrust levers to CL detent
When reaching acceleration altitude:
Resume normal acceleration and climb procedures.
Note:
CLB or LVR CLB will not flash on the FMA as the A/THR is not available. The FMS
does not engage the GO AROUND phase.
OEB REMINDER
For aircraft that have the OEB reminder function activated, the ENG 1(2) EPR MODE FAULT
ECAM caution procedure and status may be flagged.
If the ENG 1(2) EPR MODE FAULT ECAM caution procedure is flagged, the ECAM will display
the FOR STS REFER TO QRH line or FOR STS REFER TO OEB line (depending on Flight
Warning Computer (FWC) standard) instead of the status itself.
To flag the procedure and the status that corresponds to the ENG 1(2) EPR MODE FAULT
ECAM caution, the following code must be entered in the FWC OEB database:
CODE
ENG 1 EPR MODE FAULT
77/11/186/126
ENG 2 EPR MODE FAULT
77/11/187/127
WARN
N
STS
Y
CORRECTIVE ACTION
The embodiment of one of the following FG standards cancels the need for this OEB.
Flight Guidance (FG) "I11A"
Thales/GE, MOD 151693, Airbus SB A320 22-1345, or
Honeywell, MOD 151692, Airbus SB: TBD
Flight Guidance (FG) "I12"
Thales/GE, MOD 152968, Airbus SB A320 22-1380, or
CTV A320 FLEET

FCOM
OEB-36 P 5/6
28 AUG 13

A320

FLIGHT CREW
OPERATING MANUAL
NO SRS ENGAGEMENT DURING GO AROUND IN THE CASE OF EPR MODE FAULT (Cont'd)
Honeywell, MOD 152967, Airbus SB: A320-22-1379
Flight Guidance (FG) "PI12"
Thales/GE, MOD 155032, Airbus SB A320-22-1444, or
Honeywell, MOD 154192, Airbus SB: A320-22-1441.
END OF OEB36
CTV A320 FLEET

FCOM
OEB-36 P 6/6
28 AUG 13
OPERATIONS
ERRONEOUS RADIO ALTIMETER HEIGHT
INDICATION

ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION
A320
FLIGHT CREW
OPERATING MANUAL
Erroneous Radio Altimeter Height Indication.......................................................................................................... A

Erroneous Radio Altimeter Height Indication
........................................................................................ B
CTV A320 FLEET

FCOM
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
RED OEB RED OEB RED OEB RED OEB RED OEB RED OEB
OEB38 Issue 1.0
Ident.: OEB-38-00013580.0001001 / 18 MAR 11
Applicable to: ALL

- This OEB covers a significant operational issue. Non-compliance with this OEB should have
a significant impact on the safe operations of the aircraft. The Operators shall distribute its
content to all flight crews without delay. An extract of this OEB is provided for insertion in the
QRH.
- In addition, it is recommended that all Operators rapidly incorporate applicable corrective
Service Bulletins as soon as they become available.
Reason for issue:
This OEB replaces the A320 OEB 201

In follow-up to questions received from several Operators, the
objective of this OEB is to remind Operators of the possible
operational consequences of an erroneous Radio Altimeter (RA)
height indication:
In addition this OEB is issued to:
Highlight that during ILS (or MLS, GLS) approach with AP
engaged, in the event of an unexpected early THR IDLE and
FLARE modes engagement, the flight crew must immediately
react to prevent the angle-of-attack from increasing.
Provide explanation of erroneous RA height indication effects on
Auto Flight System (AFS) and flight control law.
Applicable to:
Cancelled by:
All A318/A319/A320/A321 operators
TBD
Note: The interchangeability code, given in the Illustrated Part Catalog (IPC), indicates the conditions for
interchangeability of equipment. After installation of corrective modification(s)/SB(s), if an Operator reinstalls any
equipment affected by this OEB, it is the Operator's responsibility to ensure that the recommendations given in this
OEB are applied again for the applicable aircraft.
CTV A320 FLEET

FCOM
OEB-38 P 1/6
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
technical and procedural information. They are distributed to all FCOM holders and to others
who need advice of changes to operational information.
The information in the OEB is recommended by Airbus, but may not be approved by
Airworthiness Authorities. If the procedures contained in this OEB differ from the procedures in
the AFM, the AFM remains the reference.
CTV A320 FLEET

FCOM
OEB-38 P 2/6
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
M
Localization
OEB-38
Criteria: SA
Applicable to: ALL
OEB-38
Criteria: SA
Applicable to: ALL
CTV A320 FLEET

FCOM
DU Title
DU identification
00013580.0001001
18 MAR 11
Erroneous Radio Altimeter Height

Indication
00013582.0001001
18 MAR 11
Erroneous Radio Altimeter Height

Indication
DU date
OEB-38 P 3/6
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
Ident.: OEB-38-00013582.0001001 / 18 MAR 11
Applicable to: ALL
EXPLANATION
If an RA transmits erroneous height indication, this may have any of the following effects on
aircraft systems depending on the flight phase. However, these effects may not necessarily
occur in every case of an erroneous RA height indication.
On the Primary Flight Display (PFD):
The RA height indication (possibly negative) is frozen and appears in either amber or green
depending on the height
Discrepancy between both PFDs (RA indications, FD orders, and if both AP engaged, PFD
FMAs)
On the System Display (SD):
A pulsing Cabin Differential Pressure Advisory appears on CAB PRESS page (No
consequence on cabin pressure)
Warnings / Callouts:
Untimely Terrain Awareness and Warning System (TAWS) alerts
Untimely or absence of RETARD callout
Untimely L/G GEAR NOT DOWN ECAM warning
Absence or interruption of RA automatic callout (height announcement)
Activation of AUTOLAND light warning light in ILS (or MLS, GLS) approach (Refer to FCOM
DSC 22_30 - Auto Flight - Flight Guidance) with AP engaged in LAND or FLARE mode
when:
One RA height goes below 200 ft and
The difference between both RA height indications is greater than 15 ft.
Note:
There is no ECAM message or audio warning in association to the AUTOLAND

warning light. The AUTOLAND warning can be triggered even if AUTOLAND is
not planned.
Auto Flight System mode changes (indicated on FMA):

NAV mode engagement not possible after take off
During an ILS (or MLS, GLS) approach, and depending on the engaged Flight Guidance
(FG) modes, the consequences may be:
CTV A320 FLEET

FCOM
OEB-38 P 4/6
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)
Untimely/early engagement of the LAND / FLARE / THR IDLE modes if the RA height
used by the FG is erroneous and lower than the real height.
Note:
During ILS (or MLS, GLS) approach with AP and A/THR engaged, THR IDLE
(RETARD) mode untimely engagement will be associated with an initial pitch
attitude increase due to FLARE mode engagement.
In AUTOLAND, the LAND / FLARE / THR IDLE modes will not engage, if the RA height
used by the FG is erroneous and higher than the real height.
In case of Go-Around and if the RA is still frozen at a very low height indication:
SRS and GA TRK modes engage
NAV, HDG or TRK lateral modes cannot be selected
LVR CLB will not be displayed on the FMA at THR RED ALT
ALT* and ALT will not engage at FCU altitude.
Disconnecting AP and resetting both FDs enable to recover basic mode (HDG and V/S).
During an ILS (or MLS, GLS) approach with AP engaged, if an erroneous and very low RA
height indication occurs, THR IDLE and FLARE modes may engage early with the following
consequences:
In CONF FULL, the High Angle of Attack protection is not available. As a consequence
the autopilot will not automatically disconnect at prot +1 . If the flight crew does not
immediately react, the angle-of-attack will increase and may reach the stall value.
In configurations other than CONF FULL, the High Angle of Attack autopilot disconnection is
available. The autopilot will automatically disconnect at prot +1 .
Loss of ALPHA FLOOR.
The LOW ENERGY AUDIO WARNING SPEED SPEED SPEED - remains available. In
case of activation of LOW ENERGY AUDIO WARNING, the flight crew must react as per
procedure (QRH ABN 22.2).
In CONF FULL, the auto-trim function is inhibited.
In manual flight or after AP disconnection, significant longitudinal sidestick input may be
required.
PROCEDURE
During all phases of flight, the flight crew must monitor and crosscheck all primary flight
parameters and FMA indications.
CTV A320 FLEET

FCOM
OEB-38 P 5/6
19 JUL 11

A320
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS RADIO ALTIMETER HEIGHT INDICATION (Cont'd)
During ILS (or MLS, GLS) approach with AP engaged, in the event of an unexpected early
THR IDLE and FLARE modes engagement, the flight crew must immediately react as follows:
Immediately perform an automatic Go-Around (Thrust Levers set to TOGA),
OR
Immediately disconnect the AP,
Then continue the landing using raw data or visual references (FDs set to OFF),
OR
Perform a manual Go-Around (Thrust Levers set to TOGA). Significant longitudinal
sidestick input may be required.
Note:
1. If the flight crew does not immediately react, the angle-of-attack will increase and
may reach the stall value.
2. In case of Go-Around and if the RA is still frozen at a very low height indication:
SRS and GA TRK modes engage

NAV, HDG or TRK lateral modes cannot be selected
LVR CLB will not be displayed on the FMA at THR RED ALT
ALT* and ALT will not engage at FCU altitude
Disconnecting AP and resetting both FDs enable to recover basic modes (HDG
and V/S).
3. In CONF FULL, the auto-trim function is inhibited. Retracting one step enable to
recover the auto-trim function.
For all the others events that may occur during approach, there is no change in the procedures
or in the recommended flight crew reactions.
Flight crews must report, in the technical logbook, any of the above-listed consequences of
erroneous RA height.
CORRECTIVE ACTION
Airbus is currently investigating to find the permanent fixes that will cancel the need for this
OEB.
END OF OEB38
CTV A320 FLEET

FCOM
OEB-38 P 6/6
19 JUL 11
OPERATIONS
AIR ENG 1(2) BLEED ABNORMAL PR OR
AIR ENG 1(2) BLEED FAULT

AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT
A320
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. A
AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT............................................................. B
CTV A320 FLEET

FCOM
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
OEB40 Issue 1.0

Ident.: OEB-40-00013607.0001001 / 18 MAR 11
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ

Reason for issue:
Applicable to:
Cancelled by:

Subsequent to several dual bleed loss cases reported by Operators,
Airbus decided to develop different technical solutions to improve the
robustness of the bleed system. These technical solutions, although
significantly reducing the number of dual bleed loss occurrences, cannot
fully avoid such occurrences.
Therefore, this OEB is published in order to provide all SA Operators
with operational procedures aiming at further reducing the number
of dual bleed loss occurrences, whatever the bleed system solution
installed.
All A320 family aircraft.
FWC Standard H2-F6 (MOD 151269)
CTV A320 FLEET

FCOM
OEB-40 P 1/6
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-40 P 2/6
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-40
DU Title
AIR ENG 1(2) BLEED ABNORMAL PR or

DU identification
00013607.0001001
DU date
18 MAR 11
Criteria: SA
OEB-40
AIR ENG 1(2) BLEED ABNORMAL PR or
00013608.0001001
18 MAR 11
Criteria: SA
CTV A320 FLEET

FCOM
OEB-40 P 3/6
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
Ident.: OEB-40-00013608.0001001 / 18 MAR 11
EXPLANATION
In case of AIR ENG 1(2) BLEED ABNORMAL PR or AIR ENG 1(2) BLEED FAULT ECAM
cautions, the current associated ECAM procedures, ask to open the crossbleed valve in order
to supply both Packs (or one Pack and the Wing Anti-Ice system) with the remaining engine
bleed. This leads to an increase in air demand on the remaining engine bleed. On ageing bleed
equipment or due to undetected failure, the remaining bleed may not succeed in sustaining this
increase in air demand. In that case, it can result in an overheat of the remaining engine bleed
and subsequent loss of the entire engine bleed system, leading to possible emergency descents.
The purpose of this OEB is, therefore, to prevent from the loss of the remaining engine bleed by
reducing the bleed air demand, when the first engine bleed has been already lost.
PROCEDURE
Apply the corresponding procedures if one of the following ECAM caution is triggered:
AIR ENG 1(2) BLEED ABNORMAL PR
AIR ENG 1(2) BLEED ABNORMAL PR
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
BLEED page....................................................................................... SELECT and MONITOR
If the precooler outlet temperature of the remaining bleed exceeds 240 C within
2 min after X BLEED valve opening:
PACK (on the first affected bleed side)....................................................................... OFF
Note:
If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
CTV A320 FLEET

FCOM
OEB-40 P 4/6
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
BLEED Page.......................................................................................SELECT and MONITOR
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
Switching OFF the remaining pack (if aircraft's altitude permits), or
Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
ENG BLEED affected................................................................................................................OFF
If Wing Anti-Ice is OFF
PACK FLOW....................................................................................................LO (A319/A320)
ECON FLOW............................................................................................................ ON (A321)
AFT CARGO HOT AIR (if installed)................................................................................... OFF
X BLEED..........................................................................................................................OPEN
PACK (on the first affected bleed side)....................................................................... OFF
Note:
If Wing Anti-Ice is required (icing conditions) while operating with one PACK,
consider switching OFF the remaining pack, if aircraft's altitude permits.
If Wing Anti-Ice is ON
If both PACKS are ON
PACK (affected bleed side)..........................................................................................OFF
X BLEED..........................................................................................................................OPEN
BLEED AIR DEMAND.......................................................................................... REDUCE
Consider reducing the bleed air demand, by, depending on the flight conditions:
Switching OFF the remaining pack (if aircraft's altitude permits), or
Switching OFF the Wing Anti-Ice system (if no longer icing conditions).
CTV A320 FLEET

FCOM
OEB-40 P 5/6
30 MAY 12

A320
FLIGHT CREW
OPERATING MANUAL
AIR ENG 1(2) BLEED ABNORMAL PR OR AIR ENG 1(2) BLEED FAULT (Cont'd)
OEB REMINDER
For aircraft that have the OEB reminder function activated, the AIR ENG 1(2) BLEED
ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions procedure and status may
be flagged.
If the AIR ENG 1(2) BLEED ABNORMAL PR and AIR ENG 1(2) BLEED FAULT ECAM cautions
procedure are flagged, the ECAM will display the REFER TO QRH PROC line or REFER TO
QRH/OEB PROC line (depending on Flight Warning Computer (FWC) standard) instead of the
procedure itself.
To flag the procedure and the status that corresponds to the AIR ENG 1(2) BLEED ABNORMAL
PR and AIR ENG 1(2) BLEED FAULT ECAM cautions, the following code must be entered in the
FWC OEB database:
CODE
AIR ENG 1 BLEED ABNORMAL PR
36/11/150/081
AIR ENG 2 BLEED ABNORMAL PR
36/11/160/083
AIR ENG 1 BLEED FAULT
36/21/010/075
AIR ENG 2 BLEED FAULT
36/21/020/077
WARN
Y
STS
N
CORRECTIVE ACTION
The embodiment of FWC Standard H2-F6 (MOD 151269) cancels the need for this OEB.
END OF OEB40
CTV A320 FLEET

FCOM
OEB-40 P 6/6
30 MAY 12
OPERATIONS
ERRONEOUS ALTERNATE FUEL
PREDICTIONS UPON MODIFICATION OF
A COMPANY ROUTE IN THE ALTERNATE
FLIGHT PLAN
A320
FLIGHT CREW
OPERATING MANUAL
ERRONEOUS ALTERNATE FUEL PREDICTIONS UPON MODIFICATION

OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN
Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... A
Erroneous Alternate Fuel Predictions Upon Modification of a Company Route in the Alternate Flight Plan........... B
CTV A320 FLEET

FCOM
30 MAY 13
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
A320

FLIGHT CREW
OPERATING MANUAL
OEB41 Issue 2.0

Ident.: OEB-41-00013609.0001001 / 08 OCT 12
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY

Reason for issue:
Applicable to:
Cancelled by:
Issue 2:
This OEB is reissued to enhance the display of the MCDU FUEL PRED
page (without technical change).
The objective is to address format standardization and enhanced
readability.
Issue 1:
This OEB is issued to inform the operators of the following: Erroneous
alternate (ALTN) fuel predictions are experienced when the flight crew
modifies a company route (CO RTE) previously inserted in the alternate
Flight Plan (F-PLN).
This OEB provides an explanation and operational recommendations in
case of erroneous ALTN fuel predictions.
Aircraft with Honeywell FMGC Release 1A "H2" (MOD 38778, Airbus

SB A320 22-1269 and MOD 38779, Airbus SB A320 22-1270)
Future Honeywell Standard MOD/Airbus SB to be determined later.
CTV A320 FLEET

FCOM
OEB-41 P 1/6
30 MAY 13
A320

FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-41 P 2/6
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
Localization
DU Title
DU identification
DU date

00013609.0001001
08 OCT 12
Upon Modification of a Company Route
in the Alternate Flight Plan
Criteria: 22-1269, 22-1270, P10762
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU,
PK-GLX, PK-GLY
OEB-41
00013610.0001001
08 OCT 12
Upon Modification of a Company Route
in the Alternate Flight Plan
Criteria: 22-1269, 22-1270, P10762
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU,
PK-GLX, PK-GLY
OEB-41
CTV A320 FLEET

FCOM
OEB-41 P 3/6
30 MAY 13
A320

FLIGHT CREW
OPERATING MANUAL

Ident.: OEB-41-00013610.0001001 / 08 OCT 12
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY
EXPLANATION
When the flight crew modifies the CO RTE in the ALTN F-PLN, the FMS no longer computes the
ALTN fuel predictions (refer to the below illustration).
This CO RTE could be extracted from the Navigation database or stored by the flight crew.
The modification of the CO RTE by the flight crew could be for example an entry of a departure
or an arrival procedure.
The consequences of the CO RTE modification are:

The fuel predictions are set to zero for the ALTN (solid circles) on FUEL PRED page (also on
INIT FUEL PRED if done on ground)
This condition is sufficient to apply the operational recommendations provided in the
"PROCEDURE" paragraph.
The Estimated Fuel On Board (EFOB) and the predicted UTC (solid circles) at ALTN
destination becomes equal to the EFOB and the UTC at the Primary Destination
If the ALTN fuel and the MIN DEST FOB values on FUEL PRED page are both at their default
value (i.e. have not been modified by the crew), the MIN DEST FOB (solid circle) becomes
erroneous (equal to FINAL instead of FINAL+ ALTN). Therefore, the MCDU scratchpad
message "DEST EFOB BELOW MIN", is no longer triggered on the expected threshold
If the flight crew had entered a value for the ALTN fuel, the entry is correctly used (but no more
modifiable unless a new ALTN is entered)
CTV A320 FLEET

FCOM
OEB-41 P 4/6
30 MAY 13
A320

FLIGHT CREW
OPERATING MANUAL

OF A COMPANY ROUTE IN THE ALTERNATE FLIGHT PLAN (Cont'd)
If the flight crew had manually entered the MIN DEST FOB value on FUEL PRED page (but
not the ALTN fuel value), then the message "CHECK MIN DEST FOB" is no longer triggered
at the correct threshold
However, the new ALTN F-PLN is correctly displayed on the F-PLN page, the Navigation Display
(ND) and the INIT page correctly shows the ALTN identifier.
Note:
The EFOB of the primary destination remains correctly computed (dashed circle).
The reason for the anomaly is that when the ALTN CO RTE is modified, the FMS erroneously
assumes there is no alternate F-PLN anymore for the fuel predictions. An additional modification
of the ALTN F-PLN enables to recover correct ALTN fuel predictions.
PROCEDURE
This procedure only applies when a CO RTE is used for ALTN F-PLN. In the case of ALTN fuel
predictions erroneously set to zero further to a modification of this ALTN F-PLN:
ENTER manually a waypoint in the en-route F-PLN (neither in the departure, nor in the arrival), to
start a new computation of ALTN fuel predictions
Maintain or delete the entered waypoint at convenience
Check the ALTN fuel predictions are correct
CORRECTIVE ACTION
A future Honeywell FMS standard, will cancel this OEB (MOD and Airbus SB to be determined
later).
END OF OEB41
CTV A320 FLEET

FCOM
OEB-41 P 5/6
30 MAY 13
A320

FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-41 P 6/6
30 MAY 13
OPERATIONS
INCORRECT VERTICAL PROFILE
DURING NON PRECISION APPROACHES

A320
FLIGHT CREW
OPERATING MANUAL

Incorrect Vertical Profile During Non Precision Approaches...................................................................................A

Incorrect Vertical Profile During Non Precision Approaches...................................................................................B
CTV A320 FLEET

FCOM
26 JUL 13

A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
26 JUL 13

A320
FLIGHT CREW
OPERATING MANUAL
OEB42 Issue 2.0

INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES
Ident.: OEB-42-00013611.0001001 / 23 JUL 13
Applicable to: PK-GLG, PK-GLJ

Reason for issue:
Applicable to:
Cancelled by:
Issue 02:
This OEB is reissued in order to provide the cancellation criteria.
Issue 01:
This OEB is issued to provide the operators with the operational
recommendations to apply when the flight crew performs a Non
Precision Approach (NPA) with two or more Flight Path Angle (FPA)
coded in the Navigation DataBase (NDB).
All A318/A319/A320/A321 aircraft with Thales/GE FMS 2 (Rev 2+ "S4",

Release 1A "S5" and "S6")
Thales/GE FMS 2 Release 1A (R1A) "S7" standard
CTV A320 FLEET
FCOM
OEB-42 P 1/8
26 JUL 13

A320
FLIGHT CREW
OPERATING MANUAL
Localization
OEB-42
DU Title
Incorrect Vertical Profile During Non

Precision Approaches
Criteria: 22-1263, P7372

OEB-42
Incorrect Vertical Profile During Non
Precision Approaches
Criteria: 22-1263, P7372
CTV A320 FLEET

FCOM
DU identification
DU date
00013611.0001001
23 JUL 13
00013612.0001001
23 JUL 13
OEB-42 P 2/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL
INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES

Ident.: OEB-42-00013612.0001001 / 23 JUL 13
EXPLANATION
BACKGROUND
The FMS computes the vertical profile of the final approach backwards from an anchor point
that is the Missed Approach Point (MAP), the Runway threshold (RWY) or the Final End Point
(FEP). The FMS adapts its vertical profile to take into account for each waypoint, the following
Navigation DataBase data:
FPAs
Altitude constraints.
Note:
The OEB scenario can impact RNP AR procedures. However, the mandatory
preliminary validation of such procedures enables operators to detect the
misbehaviour in advance. It is then possible for operators to ask for a new coding of
the approach.
Note:
The use of FLS is not affected as the computation of the FLS beam is not impacted.
DESCRIPTION OF THE MISBEHAVIOUR

When the theoretical altitude of the FAF, based on the FPA coded on the anchor point (called
FPA-based altitude in this document), is higher than or equal to the FAF altitude constraint,
the FMS erroneously disregards the FPA coded on the FAF.
As a result, the vertical profile before the FAF may erroneously consist in:
A descent segment (not respecting the coded FPA), followed by
A level off at the altitude constraint coded at the FAF.
CTV A320 FLEET

FCOM
OEB-42 P 3/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL
INCORRECT VERTICAL PROFILE DURING NON PRECISION APPROACHES (Cont'd)

Note that this altitude constraint at the FAF should always respect the Minimum Obstacle
Clearance (MOC) altitude.
See the below illustration (example):
Approach chart
CTV A320 FLEET

FCOM
OEB-42 P 4/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL

Aircraft trajectory
CTV A320 FLEET

FCOM
OEB-42 P 5/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL

MCDU example
LIST OF IMPACTED APPROACHES

The Flight Operations/Engineering department of operators can identify the potentially
impacted NPAs with the help of:
A list established by Airbus, or
With a Navigation DataBase reading tool.
For this second solution, they have to extract from the Navigation DataBase all NPAs having
both:
AT OR ABOVE altitude constraint coded at the FAF
A FPA coded on the FAF (i.e. intended for the leg preceding the FAF).
When a list of potentially impacted procedures is established, the operator can also study each
procedure to check whether the actual FMS vertical profile is acceptable.
This check can be performed in a simulator or with an aircraft when the weather conditions
are VMC (Visual Meteorological Conditions). This check enables to establish a list of impacted
NPAs.
CTV A320 FLEET

FCOM
OEB-42 P 6/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL

PROCEDURE
The following procedure only applies for flight crew.
If the operator has established a list of impacted NPAs, updated with the current
Navigation DataBase cycle:
When preparing a NPA, the flight crew must check if the procedure is in the list or not:
If the procedure is not in the list (i.e. not impacted):
There is no restriction on the use of managed lateral and vertical guidance.
If the procedure is in the list (i.e. impacted):
USE SELECTED vertical guidance (FPA) mode only
DISREGARD the VDEV symbol
If the operator has not established a list of impacted NPAs, or if the list is not updated
with the current Navigation DataBase cycle:
The flight crew must check if the procedure contains (refer to the MCDU example):
Two or more FPA between the descent point and the MAP/RWY/FEP and
An AT OR ABOVE altitude constraint coded at the FAF
If the above coding is not used in the procedure,
There is no restriction on the use of managed lateral and vertical guidance.
If the above coding is used in the procedure:
USE SELECTED vertical guidance (FPA) mode only
DISREGARD the VDEV symbol
Note:
1. On an impacted NPA, NAV mode may still be used for lateral guidance.
2. For an impacted RNAV approach, the flight crew must not use the LNAV/VNAV
minimum.
In all cases, the flight crew should check the approach procedure through the MCDU (Refer
to FCOM - Procedure - Normal Procedures - Standard Operating Procedures - Descent
Preparation). If during the approach, the aircraft does not follow the published vertical profile, the
flight crew should revert into selected vertical guidance mode.
CTV A320 FLEET

FCOM
OEB-42 P 7/8
26 JUL 13

A320

FLIGHT CREW
OPERATING MANUAL

CORRECTIVE ACTION
The Thales/GE FMS 2 R1A S7 standard cancels this OEB (MOD 154301 or, 154302 or,
155031 or, 155032 and Airbus SB 22-1442 or, 22-1444).
END OF OEB42
CTV A320 FLEET

FCOM
OEB-42 P 8/8
26 JUL 13
OPERATIONS
F/CTL SPOILER FAULT

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT..........................................................................................................................................A

F/CTL SPOILER FAULT..........................................................................................................................................B
CTV A320 FLEET

FCOM
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
OEB43 Issue 3.0

F/CTL SPOILER FAULT
Ident.: OEB-43-00013694.0001001 / 21 MAY 12
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN,
PK-GLO, PK-GLU
Reason for issue:

Several cases of spoiler runaway occurring in flight have been
reported. During these events, the failed spoiler remained in the full
deflected position for the remaining of the flight. The purpose of this
OEB is to inform operators about the operational impact of such a
failure and to provide the associated operational procedure.
Following flight test, this OEB is revised to modify the procedure part
of this OEB and to give the corrective action that cancel the need for
this OEB.
This OEB is revised to take into account the publication of In-Flight
Landing Distances (QRH FPE-IFL).
Applicable to:
Cancelled by:
All A318/A319/A320/A321 Aircrafts.
H2F7 FWC Standard
CTV A320 FLEET

FCOM
OEB-43 P 1/6
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
OEB-43 P 2/6
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
Localization
DU Title
DU identification
DU date
OEB-43
F/CTL SPOILER FAULT
00013694.0001001
21 MAY 12
Criteria: SA
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK,
PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU
OEB-43
F/CTL SPOILER FAULT
00013696.0001001
21 MAY 12
Criteria: SA
CTV A320 FLEET

FCOM
OEB-43 P 3/6
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT

Ident.: OEB-43-00013696.0001001 / 21 MAY 12
PK-GLO, PK-GLU
EXPLANATION
Investigations have shown that the root cause of these events is the deterioration of an O-ring
seal in the spoiler's servo-valve. This deterioration allows high hydraulic pressure to go in the
extension piston chamber leading to an uncontrolled spoiler deflection in full position.
In most of cases, the autopilot has not enough authority to counteract the roll induced by spoiler
runaway. Therefore, the autopilot disconnects and the flight crew takes over to recover wing level
in normal law.
When this issue occurs, the F/CTL SPLR FAULT ECAM caution triggers and the F/CTL S/D
page shows an amber deflected arrow on the failed spoiler. This information does not, however,
enable the flight crew to determine whether the faulty spoiler is partially or fully deflected.
AIRBUS recommendations assume that if the F/CTL SPLR FAULT ECAM caution triggers,
along with at least one amber deflected spoiler arrow displayed on the F/CTL S/D page, the
spoiler is supposed to be fully deflected.
PROCEDURE
If F/CTL SPLR FAULT is triggered
F/CTL S/D page............................................................................................................ CHECK
The flight crew should check the spoiler position on the F/CTL System Display page.
If all amber spoilers are indicated retracted:
Loss of one or more spoilers in the retracted position. In such a case, the flight crew
must apply the following operational procedure that reflects the F/CTL SPLR FAULT
ECAM caution.
CTV A320 FLEET

FCOM
OEB-43 P 4/6
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT (Cont'd)
If at least one spoiler is indicated deflected in amber, apply the following

procedure:
F/CTL SPLR FAULT
AP................................................................................................................................. OFF
Depending on the failed spoiler position, the AP may not have enough authority to
counteract the roll induced by spoiler runaway.
SPEED................................................................................................................ GDOT+10
Whenever possible, target green dot speed +10 kt to minimize fuel consumption.
However, if buffet is encountered at GDOT speed +10 kt, increase speed to fly out of
buffet condition.
CRUISE ALTITUDE....................................................................................AS REQUIRED
Current Flight Level (FL) may not be maintained due to increased drag. Maintain a cruise
FL as high as possible.
FUEL CONSUMPTION INCREASED
FMS FUEL PRED.......................................................................................... DISREGARD
FUEL CONSUMPTION...................................................................................DETERMINE
DIVERSION...................................................................................................... CONSIDER
APPR PROC
CTV A320 FLEET

FCOM
OEB-43 P 5/6
30 MAY 13

F/CTL SPOILER FAULT
A320
FLIGHT CREW
OPERATING MANUAL
F/CTL SPOILER FAULT (Cont'd)

In clean configuration, if VLS is above VFENEXT, the flight crew should deselect A/THR,
decelerate to VFENEXT, and select CONF 1 when below VFENEXT. When established at
CONF 1, the flight crew can reengage the A/THR and use managed speed again.
FOR LDG........................................................................................................USE FLAP 3
GPWS LDG FLAP 3...................................................................................................... ON
LANDING PERFORMANCE ASSESSMENT.................................................... PERFORM
For Landing Performance assessment refer to QRH FPE-IFL
OEB REMINDER
For aircraft that have the OEB Reminder Function activated, the F/CTL SPLR FAULT ECAM
caution procedure and status may be flagged.
If the F/CTL SPLR FAULT ECAM caution procedure is flagged, the ECAM will display the
"REFER TO QRH PROC" line or "REFER TO QRH/OEB PROC" line (depending on Flight
Warning Computer (FWC) standard) instead of the procedure itself.
To flag the procedure and the status that corresponds to the F/CTL SPLR FAULT ECAM
caution, the following code must be entered in the FWC OEB database:
F/CTL SPLR FAULT
27/00/300/068
Code
WARN
Y
STS
Y
CORRECTIVE ACTION
H2F7 FWC standard will cancel the need for this OEB and should be available end 2012 at the
earliest.
END OF OEB43
CTV A320 FLEET

FCOM
OEB-43 P 6/6
30 MAY 13
OPERATIONS

A320
FLIGHT CREW
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED............................................................................................................................A

..........................................................................................................B
CTV A320 FLEET

FCOM
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
OEB44 Issue 2.0

Ident.: OEB-44-00013697.0001001 / 21 MAY 12
PK-GLO, PK-GLU
Reason for issue:
Applicable to:
Cancelled by:
Issue 2:
This OEB is reissued to improve the display of the L/G GEAR NOT
DOWNLOCKED procedure.
Issue 1:
This OEB is issued to provide operational recommendations in the case
of L/G GEAR NOT DOWNLOCKED ECAM warning.
All A320 family aircraft
H2F7 FWC STD
CTV A320 FLEET

FCOM
OEB-44 P 1/4
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
Localization
DU Title
DU identification
DU date
OEB-44
00013697.0001001
21 MAY 12
Criteria: SA
OEB-44
00013698.0001001
21 MAY 12
Criteria: SA
CTV A320 FLEET

FCOM
OEB-44 P 2/4
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL

Ident.: OEB-44-00013698.0001001 / 21 MAY 12
PK-GLO, PK-GLU
EXPLANATION
The current L/G GEAR NOT DOWNLOCKED ECAM warning procedure requires the recycling of
the landing gear before initiating L/G gravity extension.
Recent study has shown that waiting for 2 min after the recycling of the landing gear may allow
gears to extend under normal powered extension. Waiting for 2 min before extending the landing
gear by gravity will allow hydraulic pressure to continue to act on doors and gears.
In the case the landing gear is not locked down within 30 s after the lever is selected down, this
waiting time may allow the normal landing gear extension to work successfully.
Therefore this OEB is issued to recommend that after the recycling of the landing gear, the flight
crew waits for 2 min before extending the landing gear by gravity.
PROCEDURE
Apply the following procedure if the ECAM triggers the L/G GEAR NOT DOWNLOCKED warning:
OEB REMINDER
For aircraft that have the OEB Reminder Function activated, the L/G GEAR NOT
DOWNLOCKED ECAM warning procedure and status may be flagged.
If the L/G GEAR NOT DOWNLOCKED ECAM warning procedure is flagged, the ECAM will
display the "REFER TO QRH PROCline or "REFER TO QRH/OEB PROC" line (depending on
Flight Warning Computer (FWC) standard) instead of the procedure itself.
To flag the procedure and the status that corresponds to the L/G GEAR NOT DOWNLOCKED
ECAM warning, the following code must be entered in the FWC OEB database:
CTV A320 FLEET

FCOM
OEB-44 P 3/4
30 MAY 13

A320
FLIGHT CREW
OPERATING MANUAL
L/G GEAR NOT DOWNLOCKED (Cont'd)

CODE
32/00/140/046
WARN
Y
STS
N
CORRECTIVE ACTION
H2F7 FWC standard will introduce this recommendation in the L/G GEAR NOT DOWNLOCKED
ECAM warning. Therefore, H2F7 FWC standard will cancel the need for this OEB.
END OF OEB44
CTV A320 FLEET

FCOM
OEB-44 P 4/4
30 MAY 13
FLIGHT CREW BULLETINS

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
FCB-10 Introduction
FCB-FCB2 Operation in Windshear/Downburst Conditions
FCB-FCB5 Avoiding Tailstrikes
FCB-FCB7 FQI Accuracy
FCB-FCB9 Thrust Acceleration in A/THR Modes
FCB-FCB11 Radio Altimeter Anomalies during Adverse Weather Conditions
FCB-FCB12 FMGS Navigation Database
FCB-FCB13 Specific Features of the FMGS Full Standard
FCB-FCB16 Operation of Fleets with/without CPIP
FCB-FCB17 Characteristic and Protection Speeds
FCB-FCB18 Ground Speed Mini Function
FCB-FCB20 Publication of some Attendant Information Bulletins
FCB-FCB23 Use of Managed Guidance in Approach and NAV Database Validation
FCB-FCB24 Aircraft Handling in Final Approach
FCB-FCB25 Use of Rudder on Transport Category Airplanes
FCB-FCB27 Automatic Landing Performance
CTV A320 FLEET

FCOM
FCB-PLP-TOC P 1/2
30 MAY 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
TABLE OF CONTENTS
CTV A320 FLEET

FCOM
FCB-PLP-TOC P 2/2
30 MAY 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
Localization

DU Title
DU identification
DU date
CTV A320 FLEET

FCOM
FCB-PLP-LETDU P 1/2
28 AUG 13

PRELIMINARY PAGES
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
FCB-PLP-LETDU P 2/2
28 AUG 13

INTRODUCTION

INTRODUCTION
A320
FLIGHT CREW
OPERATING MANUAL
Introduction...............................................................................................................................................................A
CTV A320 FLEET

FCOM
FCB-10-PLP-TOC P 1/2
19 JUL 11

INTRODUCTION
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
FCB-10-PLP-TOC P 2/2
19 JUL 11

INTRODUCTION
A320
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: FCB-10-00013099.0001001 / 02 MAR 11
Applicable to: ALL
FCOM Bulletins were created to provide complementary technical/operational explanations related to

the information included in the Flight Crew Operating Manuals (FCOMs).
The objective of FCOM Bulletins differs from that of Operations Engineering Bulletins (OEBs). OEBs
are issued to rapidly address specific problems that have an operational impact. They are created, as
needed, in order to quickly transmit technical and procedural information, and are normally issued in
response to a detected irregularity or an abnormal aircraft/system behavior.
FCOM Bulletins are periodically issued to address one or several subjects and include
supplementary explanations concerning procedures, system descriptions, performance, and
regulations.
They are updated as the need arises and are filed in FCOM/FCB Flight Crew Bulletins.
CTV A320 FLEET

FCOM
FCB-10 P 1/2
19 JUL 11

INTRODUCTION
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
FCB-10 P 2/2
19 JUL 11

OPERATION IN
WINDSHEAR/DOWNBURST CONDITIONS

OPERATION IN WINDSHEAR/DOWNBURST CONDITIONS
A320
FLIGHT CREW
OPERATING MANUAL
Operation in Windshear/Downburst Conditions.......................................................................................................A
CTV A320 FLEET

FCOM
FCB-FCB2-PLP-TOC P 1/2
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL

Ident.: FCB-FCB2-00013101.0001001 / 09 OCT 12
Applicable to: ALL
GENERALITY
Windshear-related problems are generally connected to "a change in wind direction and/or speed
over a very short distance in the atmosphere". The most prominent meteorological conditions
conducive to this are:
Convective storm shear (air mass and frontal thunderstorms, downburst, wet and dry
microburst),
Non-convective (cold and warm) frontal systems,
Windshear associated with strong winds near the ground.
CTV A320 FLEET

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FCB-FCB2 P 1/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
WINDSHEAR ASSOCIATED WITH CONVECTIVE CLOUDS AND STORM CELLS

The air-mass thunderstorm develops from localized earth surface heating with air rising and
cooling to form cumulus clouds. As these keep growing, heavy rain and hail precipitation
begins to develop in the higher areas thereby cutting off the updraft energy source and
eventually dissipating the thunderstorm cell. A surge of cold air emerging from the heavy rain
and associated downdraft can produce:
A downburst, i.e. strong downdrafts inducing an outburst of damaging winds on or near the
ground,
A gust front with blowing dust on the earth surface,
A shear boundary with turbulent flow due to interaction with the warm, undisturbed
environmental air.
Frontal thunderstorms are usually more tilted in the vertical, allowing precipitation to fall away
from the updraft and airflow intensity within the storm accelerating much more than for the
simple air-mass thunderstorm, sometimes resulting in a tornado.
Microbursts consist of intense, non rotating, highly localized downward airflows with
velocities up to 7 000 fpm that may emanate below a convective cloud base. Some of these
microbursts will expose penetrating aircraft to major safety hazards whatever technique is
used in anticipation/reaction.
CTV A320 FLEET

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FCB-FCB2 P 2/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
Microbursts can take 2-5 min to develop maximum intensity and may then be sustained for
an equal period of time. They tend to develop in groups which may be merged, delaying
dissipation to 30 min. Present knowledge contends that approximately one in a hundred heavy
rain thunderstorms produce microbursts. It was determined that microbursts can also occur
in relatively dry conditions. Once it gains sufficient downward momentum, a downflow with
evaporative cooling accelerates to the earth's surface to induce a "dry microburs" with very light
or non-existant precipitation, called virga. "Wet microburst" are expected to occur in the wet
regions of the world. Dry microbursts are commonly seen in the dry areas and most likely below
cumulus cloud when dew point is 30 C or more below ambient temperature.
Changes in meteorological conditions associated with both macro and microbursts tend to be
very complicated.
CTV A320 FLEET

FCOM
FCB-FCB2 P 3/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
CONDITIONS
Air temperature
Dew point spread
Surface pressure
MACROBURSTS
ISA + 15 C decreasing
Increase (20-40 C)
Rise or fall (up to 2/3 mb)
MICROBURSTS
ISA + 15 C increasing or decreasing
Increase (20-40 C)
Rise or fall (up to 2/3 mb)
WINDSHEAR ASSOCIATED WITH NON-CONVECTIVE FRONTAL SYSTEMS

Substantial differences in winds can be encountered by approaching and departing aircraft
close to low pressure centers and their associated cold, warm and occluded fronts.
Penetrating a cold front on either side leads to a headwind increase, potentially bringing a
performance increasing shear. Pilots are advised to beware of thunderstorms in the vicinity that
may contribute to amplify windshear conditions.
Penetrating a warm front on either side exposes to a headwind decrease, potentially resulting in
a performance decreasing shear generally not exceeding performance limits of the aircraft.
Windshear at a warm front is more severe than at a cold front with large head/tail and vertical
wind changes in the lowest 1 000 ft above ground level.
CTV A320 FLEET
FCOM
FCB-FCB2 P 4/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
The magnitude of the windshear may become significant when:

The temperature difference across the front is at least 6 C,
The temperature gradient of the front shows a minimum of 6 C over 50 nm,
The speed of frontal movement is greater than 30 kt.
WINDSHEAR ASSOCIATED WITH STRONG WINDS NEAR THE GROUND
Very similar to a surface boundary layer with increasing winds and approximately constant wind
direction.
Low altitude jet streams may be found in a variety of situations such as strong low altitude
jet winds, nocturnal jet winds, terrain-induced low altitude windshear, mountain-wave and
downslope flows, strong surface winds combined with small hills or large buildings, lake
and seabreeze windshear due to temperature gradients between sun-heated terrain and
water-cooled air. In particular, strong temperature change across an inversion may trigger very
variable wind conditions.
DETECTION OF CONDITIONS
OPTIONAL SYSTEMS INTEGRATED ON THE AIRCRAFT
Predictive Windshear
Predictive Windshear is incorporated into the weather radar system to enable the detection
of a microburst windshear event within 5 nm forward of the aircraft. It is based on dynamic
Doppler effects.
When a windshear is detected, the system generates the appropriate annunciation to the
crew to alert them of a potential danger.
There are different alert levels depending on:
The severity of the windshear event detected,
The distance and angular position between the aircraft and the windshear,
The altitude and speed of the aircraft,
The flight phase.
The Predictive Windshear system provides advanced warning for the crew to escape a
windshear event using normal handling technique or to initiate a recovery maneuver earlier.
Reactive Windshear
Reactive Windshear advises the crew when windshear conditions have been entered. The
system generates an audio and visual warning to the crew. The FAC measures the difference
between the impredicate energy state and the minimum energy state for flight security.
CTV A320 FLEET

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FCB-FCB2 P 5/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
At a defined threshold, a message is displayed on the PFD and an aural warning alert is
provided to the crew:
At takeoff, from 5 s after lift off up to 1 300 ft RA,
At landing, from 1 300 ft RA down to 50 ft RA.
BRIEFING AND PREPARATION
a. ANALYSE weather information during preflight:
Weather messages provided by the airline,
Aviation surface observations,
NOTAMS,
SIGMETS, particularly convective sigmets,
Terminal forecasts,
Area forecasts, possibly mentioning the Low Level Wind Shear Alert System (LLWSAS)
installed on the periphery of certain airports (USA only).
b. LISTEN to pilot reports (PIREPS) on wind shear. PIREPS should include:
Location of shear encountered,
Altitude of shear encountered,
Airspeed change experienced (knots gained or lost) ,
Type of aircraft undergoing the shear.
Note:
Pilots should always report any windshear encountered to Air Traffic Control.
c. LOOK OUT for weather clues on the way to the airport and/or from the cockpit (parked, taxi
or airborne) such as:
Extreme variations in wind velocity/direction in a very short time span,
Isolated rainshowers with or without lightning showing divergences from the raincore and
clear curling horizontal vortex rolls, within 5 miles of the airport,
Heavy precipitation along intended flight path,
Lightning, thunderstorms or evidence of any tornadic feature in airport vicinity,
Evidence of a gust front such as blowing dust on the airport surface, suggesting the
possible passage of a thunderstorm within 15 min,
Evidence of convective activity particularly with anvil clouds in dry areas, supercells, low
echos, mushroom, sinkhole and/or giant ant-eater clouds, cumulo nimbus mamatus and
altocumulus.
Note:
CTV A320 FLEET

FCOM
The existence of other types of shear can occur due to local obstruction,
topographical and meteorological conditions. It is important for crews to realize
that windshear conditions should be considered cumulative: simultaneous
conditions can increase the severity of effects.
FCB-FCB2 P 6/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
d. EXAMINE the approach or take-off area with the airplane weather radar to determine
whether returns are in the vicinity of the airport or intended flight path:
Flight operations below 10 000 ft such as take-off and landings require 2 to 3 upward tilt
for target detections up to 40 nm; if there is significant weather activity, the tilt angle should
be adjusted to provide a solid ground return outside of the desired range to ensure that no
overscanning will occur.
Note:
Since radar echoes are due to precipitation reflection, dry environment situations
and conditions to dry microbursts may not be detectable by weather radar.
e. MONITOR the aircraft instruments whenever windshear is suspected:

Any rapid change in the relationship between airspeed and groundspeed represents a
windshear; groundspeed must be compared with airspeed, on the ND's. (GS/TAS);
Airspeed tendency (Vc trend):
Acceleration in headwind/updraft,
Deceleration in tailwind/downdraft;
Direction and intensity of wind (computed by the IRS and displayed on ND's) allows a
comparison at the initial approach altitude (1 500 ft to 2 000 ft AGL), with the reported
runway surface wind to check any shear situation between the airplane and the runway;
Speed margin from -prot speed (shown by a red and amber strip along the speed scale
of the PFD's);
Rate of descent (on stabilized ILS approach):
High rate suggesting a strong tailwind,
Low rate suggesting a strong headwind;
Rate of climb:
High rate suggesting a strong headwind,
Low rate suggesting a strong tailwind;
Pitch attitude:
Increasing
With headwind shear
With downdraft shear.
Decreasing
With tailwind shear
With updraft shear;
Power needed:
To hold the glideslope:
Less power necessary suggesting a strong tail wind,
More power necessary suggesting a strong headwind;
To hold a climb angle:
Less power necessary suggesting a strong headwind;
More power necessary suggesting a strong tailwind.
CTV A320 FLEET

FCOM
FCB-FCB2 P 7/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
INFLUENCE OF WINDSHEAR ON AIRCRAFT PERFORMANCE

DECREASED PERFORMANCE
Headwind to tailwind
Headwind to calm
Calm to tailwind
Headwind to decreased headwind.
Approach with a Tailwind Shear
Airspeed decreases, lift decreases,

A/C nose begins to pitch down,
A/C begins to drop below the glide slope,
In this case the A/C is both slow and low in a "power deficient" state.
CTV A320 FLEET

FCOM
FCB-FCB2 P 8/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
Consequences
If the pilot pulls the nose up to recapture the glide slope without selecting sufficient
power:
The A/C will loose altitude very rapidly and may even reach the ground before the power
deficiency is corrected, resulting in a hard landing, or
If sufficient power is set to regain the glideslope before reaching the ground:
The "double negative" problem may arise if the pilot does not quickly retard the throttles
after glide recapture, i.e. throttles set too high for a stabilized approach in a no-wind
condition leading to a long and fast landing.
Take Off with a Tailwind Shear
Airspeed decreases, lift decreases,

A/C drops below its nominal flight path.
CTV A320 FLEET

FCOM
FCB-FCB2 P 9/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
Consequences
Because of aircraft inertia, attitude and ground speed will be initially maintained upon
encountering windshear but airspeed will decrease, causing a reduction in lift which will
result in a downward acceleration and a nose down pitching moment,
If there is no pilot action, the aircraft will descend below its nominal flight path. Because
of aircraft stability, original angle of attack and airspeed will eventually be recovered, but
on a reduced flight path.
INCREASED PERFORMANCE
Tailwind to headwind
Calm to headwind
Tailwind to calm
Headwind to increased headwind
Approach with a Headwind Shear
The reverse of the previous case prevails:

Airspeed increases, lift increases,
A/C nose begins to pitch up,
A/C balloons above the glide slope.
CTV A320 FLEET
FCOM
FCB-FCB2 P 10/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
In this case the A/C is both fast and high in a "power excessive" state.
Consequences
The pilot does not initially reduce power, the aircraft will gain altitude and airspeed
resulting in a long, fast landing with the possibility of an overrun, or
If the pilot reduces thrust to regain the glideslope and initial airspeed: the "double
negative" problem can arise if the thrust is not recovered which leads to a high sink rate
and possible short, hard landing.
Take Off with a Headwind Shear
The reverse of the previous case prevails:

Airspeed increases, lift increases,
A/C nose begins to pitch up,
A/C rises above its nominal flight path.
Note:
A headwind shear usually leads to increased aircraft performance,

The resulting increase in lift may however lead to an excessive angle of attack
which could eventually trigger the -prot function once out of the shear.
INCREASED PERFORMANCE FOLLOWED BY DECREASED PERFORMANCE

Downdraft + tailwind shear
CTV A320 FLEET

FCOM
FCB-FCB2 P 11/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
Approach through Microburst
At point A the aircraft is on speed and on glide slope;

At point B it encounters an increasing headwind. Its airspeed and pitch increase and it
balloons above the glide slope;
At point C the "moment of truth" occurs:
If the pilot does not fully appreciate the situation, he may attempt to regain the glide
slope by reducing power and pushing the nose down.
But between C and D the headwind ceases, a strong downdraft is entered and the
tailwind begins to increase. The skin rate occurs rapidly and ground impact may become
difficult to avoid.
Consequences
A go-around initiated at point C or sooner would probably be successful since the A/C is
fast and high at this point,
Gradual groundspeed decay shortly after point B coupled with rapidly increasing
airspeed could have allowed detection of signs of impending downdraft.
CTV A320 FLEET

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FCB-FCB2 P 12/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
Take Off through Microburst
Airspeed decreases,
A/C drops below its nominal flight path.
Consequences
Initially the pilot may not fully appreciate the situation since he is taking off in increased
performance shear conditions. Progression into the downburst core causes a violent
and rapid loss of lift, followed by a high sink rate with very little loss of airspeed. Exiting
the downburst core below the nominal flight path (after 20 to 40 s) is then followed by a
low-level decreased performance tailwind shear,
In this microburst example, the angle of attack is instantly decreased causing an
immediate loss of lift.
CLIMB GRADIENT AND ACCELERATION CAPABILITY
This section presents an example of A/C ability to maintain an horizontal flight at a given
airspeed, in case of tailwind shear or downdraft conditions by adjusting the thrust.
In practice, windshear conditions will very often be a combination of horizontal and vertical
shear components.
This will make it necessary to establish a tradeoff between climb gradient and acceleration
requirements.
a. Acceleration capability
CTV A320 FLEET
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FCB-FCB2 P 13/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
In case of tailwind shear, the aircraft oppose a level flight acceleration capability. For
example, an A320 powered with CFM56-5A1 engines (A/C weight = 60 000 kg (132 300 lb),
FLAPS 3, pressure altitude = 0 ft, OAT at ISA) is able to maintain an horizontal flight in a
4 kt/s decreased performance shear, keeping a constant airspeed and increasing ground
speed of 4 kt/s.
If the horizontal shear exceeds the flight level acceleration, the airspeed will decrease and
will descend unless pitch attitude is increased.
b. Climb gradient maintainability
In downburst conditions, level flight will be maintained with the climb gradient maintainability.
In the following example (CFM 56-5A1, A/C weight = 60 000 kg (132 300 lb) pressure altitude
4 000 ft, OAT = 27 C, V = 142 kt), the aircraft has the capability to maintain level flight in
a 2 040 ft/min downdraft without any airspeed change. If the downdraft exceeds this climb
gradient capability, the A/C will descend unless pitch attitude is increased to adapt angle of
attack.
For information, a typical example:
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FCB-FCB2 P 14/16
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FLIGHT CREW
OPERATING MANUAL
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FCB-FCB2 P 15/16
13 NOV 12

A320
FLIGHT CREW
OPERATING MANUAL
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FCB-FCB2 P 16/16
13 NOV 12

AVOIDING TAILSTRIKES

A320
FLIGHT CREW
OPERATING MANUAL
Avoiding Tailstrikes.................................................................................................................................................. A
CTV A320 FLEET

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13 NOV 12

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FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

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13 NOV 12

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FLIGHT CREW
OPERATING MANUAL
Ident.: FCB-FCB5-00013104.0001001 / 09 OCT 12
Applicable to: ALL
Inadvertent tailstrikes may occasionally occur, and may result in expensive structural damage.
Several tailstrikes have been reported throughout service life.
They are very often associated with such adverse conditions as crosswind, turbulence, windshear,
etc.
A/C GEOMETRY LIMITS
Two limits need to be considered:
The geometry limit corresponding to the main gear oleo fully extended (1),
The geometry limit corresponding to the main gear oleo fully compressed (2).
Example:
MAIN GEAR OLEO POSITION
FULLY EXTENDED
FULLY COMPRESSED
Note:
PITCH ATTITUDE
A319
A320
15.5
13.5
A318
17.3
15.7
13.9
11.7
A321
11.2
9.7
On the A321, the installation of a TFTS antenna decreases these values.
CLEARANCE AT TOUCHDOWN
The following table provides the ground clearance in degrees for the A318, the A319, the A320,
and the A321 at landing (all numbers are mean values).
AIRCRAFT
A318
A319
CTV A320 FLEET

FCOM
GEOMETRY LIMIT
AT TOUCHDOWN
PITCH ATTITUDE AT
VAPP (VREF + 5)(1)
17.3
3.2
15.5
3.4
PITCH ATTITUDE
AT TOUCHDOWN
(VAPP - 8)(2)
7.8
7.7
CLEARANCE(3)
9.5
7.8
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A320
FLIGHT CREW
OPERATING MANUAL
AIRCRAFT
GEOMETRY LIMIT
AT TOUCHDOWN
PITCH ATTITUDE AT
VAPP (VREF + 5)(1)
13.5
3.3
A320
A321
(1)
(2)
(3)
11.2
2.4

PITCH ATTITUDE
AT TOUCHDOWN
CLEARANCE(3)
(VAPP - 8)(2)
7.6
5.9
6.6
4.6
Flight path in approach = -3

Mean value of pitch attitude at touchdown, assuming a deceleration of 8 kt during flare (VAPP -8), and a flight path of
-1 at touchdown (approximately 3 ft/s).
Clearance = Geometry limit-Pitch attitude at touchdown.
When the approach speed is decreased by 5 kt, clearance decreases by approximately 1.3
(attitude at touchdown increases by 1.3 ).
TAILSTRIKE FACTOR AT TAKEOFF
Early rotation, over-rotation, excessive pitch rate, or a combination of these three factors are the
main causes of tailstrikes at takeoff.
EARLY ROTATION
Early rotation occurs, when:
A too low VR is computed,
The rotation is initiated prior to VR.
Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or an
incorrect loadsheet data is used. At hot-and-high elevation airfields, the error can be critical.
Rotation initiated prior to VR due to:
Flaps improperly set for the calculated VR,
Bird or obstacle avoidance leading to early rotation,
Early rotation due to windshear, encountered during the takeoff roll. In such an event, the
FAA recommends rotation, 2 000 ft before the end of the runway.
OVER-ROTATION OR EXCESSIVE PITCH RATE
These two causes are generally associated with a second factor in tailstrike incidents (one
engine-out, aircraft out of trim, additive inputs from both pilots, early rotation, etc.).
Certification requires demonstration of a safe takeoff at VR -10 kt (2 engines) and VR -5 kt (1
engine).
The pitch and the pitch rate, obtained during these tests, are for information purposes only, and
are not certified limits.
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OPERATING MANUAL
AIRCRAFT
WEIGHT (kg)
CG
CONFIG.
A318
CFM
60 145
15.6 %
CONF 2
61 725
15.4 %
CONF 3
A319
CFM
62 550
21.4 %
CONF 2
63 440
21.3 %
CONF 2
67 200
17.8 %
CONF 2
65 300
16.5 %
CONF 2
75 950
14.9 %
CONF 2
73 720
15.0 %
CONF 2
A320
A321
IAE
Note:
ROTATION SPEED
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
VR -10 kt
2 engines
VR -5 kt
1 engine-out
PER SEC
AT
LIFT-OFF
5.9 /s
10.6
5.3 /s
9.8
5.8 /s
12.5
5.9 /s
12.8
5.8 /s
9.5
5.4 /s
9.0
6.3 /s
8.5
5.4 /s
9.0
VR represents the speed at aircraft rotation, in order to obtain V2 at 35 ft, in the event
of an engine failure.
Normal rotation of 3 /s prevents a tailstrike, unless the rotation is initiated at a speed which is
far too low. This rotation is obtained in 5 to 6 s for an average 15 to 18 takeoff attitude.
TAILSTRIKE AT LANDING
Industry statistics show that tailstrikes are more likely to occur at landing, than at takeoff (2 to 1).
Although most of them are due to deviations from normal landing techniques, some are associated
with such external conditions as turbulence and wind gradient.
DEVIATION FROM NORMAL LANDING TECHNIQUES
Deviations from normal landing techniques are the most common causes of tailstrikes, the main
reasons for this being:
a. Allowing speed to decrease well below VAPP before flare.
Flying at a too low speed means high a AOA and high pitch attitude, thus reducing ground
clearance. When reaching the flare height, the pilot will have to significantly increase the
pitch to reduce the sink rate. This may lead the pitch to go beyond the critical angle.
b. Prolonged hold-off for a smooth touchdown
As the pitch attitude increases, the pilot needs to focus further ahead to assess the aircraft's
position in relation to the ground. The attitude and distance relationship can lead to a pitch
attitude increase beyond the critical angle.
c. Too high flare
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FLIGHT CREW
OPERATING MANUAL
A high flare can result in a combination of decreased airspeed and long float. Since both lead
to increased pitch attitude, the result is reduced tail clearance.
d. Too high a sink rate, just prior reaching the flare height.
In case of a too high sink rate close to the ground, the pilot may attempt to avoid a firm
touchdown by commanding a high pitch rate.
This action will significantly increase the pitch attitude and, as the resulting lift increase may
be insufficient to significantly reduce the sink rate, a firm touchdown may occur. In addition,
the high pitch rate may be difficult to control after touchdown, particularly in case of bounce.
e. Bouncing at touchdown
In case of bouncing at touchdown, the pilot may be tempted to increase the pitch attitude
so as to ensure a smooth second touchdown. If the bounce results from a firm touchdown
associated with a high pitch rate, it is important to control the pitch so that it does not further
increase beyond the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is imperative that the
flare height be reached at the appropriate airspeed and flight path angle. A/THR and FPV are
effective aids to the pilot.
The VAPP should be determined with the wind corrections, given in FCOM/QRH, using FMGS
functions.
As a reminder, when close to the ground, the wind intensity tends to decrease and the wind
direction to turn (direction in degrees decreasing in northern latitudes).
Both effects may reduce the headwind component close to the ground, and the wind correction
to Vapp is there to compensate this effect.
When close to the ground, high sink rates should be avoided, even in an attempt to maintain
a close tracking of the glideslope. Priority should be given to attitude and sink rate. If a normal
touchdown distance is not possible, a go-around should be performed.
If the aircraft has reached the flare height at VAPP with a stabilized flight path angle, the normal
SOP landing technique will lead to repetitive touchdown attitude and airspeed.
Assuming an 8 kt speed decrease during flare, and a -1 flight path angle at touchdown, the
pitch attitude will increase by approximately 4.5 .
During flare, the pilot should not concentrate on the airspeed, but only on the attitude with
external cues.
Note:
Airspeed indication during flare is influenced by the static error due to the ground
effect.
The PNF should monitor the pitch attitude on the PFD and call "PITCH", whenever the following
pitch value is reached:
For the A318/A319/A320 : 10.0 ,
: 7.5 .
For the A321
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OPERATING MANUAL
After touchdown, the pilot must "fly" the nosewheel smoothly, but without delay, on to the
runway, remaining prepared to counteract any residual pitch up effect of the ground spoilers.
Note:
The main part of the spoilers' pitch up effect is compensated by the flight control laws.
BOUNCING AT TOUCHDOWN
In case of a light bounce, maintain the pitch attitude and complete the landing, while keeping
thrust at idle.
Do not allow the pitch attitude to increase, particularly following a firm touchdown with a high
pitch rate.
In case of a high bounce, maintain the pitch attitude and initiate a go-around.
Do not try to avoid a second touchdown during the go-around. Should it happen, it would be soft
enough to prevent damage to the aircraft, if pitch attitude is maintained.
Only when safely established in the go-around, retract flaps one step and the landing gear.
A landing should not be attempted immediately after a high bounce, as thrust may be required
to soften the second touchdown, and the remaining runway length may be insufficient to stop
the aircraft.
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A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

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FQI ACCURACY

FQI ACCURACY
A320
FLIGHT CREW
OPERATING MANUAL
FQI Accuracy........................................................................................................................................................... A
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FQI ACCURACY
A320
FLIGHT CREW
OPERATING MANUAL
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FQI ACCURACY
A320
FLIGHT CREW
OPERATING MANUAL
FQI ACCURACY
Ident.: FCB-FCB7-00013106.0001001 / 09 OCT 12
Applicable to: ALL
INTRODUCTION
The FQI system installed on Airbus aircraft use probes to measure the quantity of fuel in the
different fuel tanks.
Each FQI probe consists of two fixed concentric tubes which form the plates of a capacitor.
The dielectric of this capacitor is provided by air and fuel which have different dielectric constants.
Therefore the capacitance of a vertically installed probe varies with the fuel level and gives an
indication of fuel quantity in the tank.
FQI ACCURACY ON AIRBUS INDUSTRIES PRODUCTS
The accuracy of any measuring device such as the FQI system, is dependant on various
parameters.
There are bias and random errors that can affect FQI system accuracy. Errors can involve
tank manufacturing tolerances, FQI computer inaccuracies, error in density determination,
probe-mounting tolerances, water that causes FQI over-reads, wing deflection, aircraft reference
improperly taken into account.
The following figure gives, the Airbus Industrie standard specifications for FQI system accuracies
on the A319/A320/A321:
Accuracy: 1 % of max tank capacity 1 % of actual fuel quantity,
Supplier:
A319/A320: Smiths and Intertechnique managed by Smiths
A321: BFE Goodrich and Sextant managed by BFE Goodrich,
New probes compared to A310/A300-600,
Density sensors measuring all in-tank fuel as opposed to up-lifted fuel only for A310/A300-600,
Attitude correction from IRS in addition to fuel surface probe cutting.
Each aircraft is checked on ground prior to delivery to be within the tolerances shown on the
following graphs (See Figure 1).
FAR/JAR 25.1337 requires that "each fuel quantity indicator is calibrated to read "zero" during
level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply...".
Tolerances are reduced when there is low level in the tanks in order to achieve an under-reading
of the FQI as required by the regulations.
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FQI ACCURACY
A320
FLIGHT CREW
OPERATING MANUAL
Figure 1
UNDERSTANDING FQI DISCREPANCIES

ON GROUND
Refueling personnel sometimes report discrepancies at the end of refueling, between the
uplifted quantity based on FQI (total after refuel-total before refuel) and the uplifted quantity from
the bowser (Iitres x measured density).
These discrepancies may be due to the following tolerance considerations.
Max discrepancy ()
= Fuel load [per bowser] - Fuel added [FQI end - FQI start]
= FQI error (end) FQI error (start) Bowser Qty and
Density error + APU fuel burn (during refueling)
Example (A320-200):
Actual FOB before refueling
Actual FOB after refueling
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=
=
3 t (6 600 lb),
18 t (39 600 lb).
FCB-FCB7 P 2/8
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FQI ACCURACY
A320
FLIGHT CREW
OPERATING MANUAL
Bowser Quantity and Density Error

Volume tolerance is generally lower than 0.5 %,
Density error due to both temperature accuracy and density reading: d = 0.002. Or
0.25 % on tolerance at any fuel loading.
Total bowser quantity and density error = 15 000 x 0.75 % 115 kg (253 lb).
APU Fuel Used
When comparing bowser data versus FQI data as indicated above, the reported discrepancy
includes the fuel used by the APU between FQI readings before and after refueling,
Depending on external conditions and generator load, the APU fuel consumption on ground
is between 100 (220) and 150 kg/h (330 lb/h). For a refueling time of 30 min, APU burn would
be at least 50 kg (110 lb).
FQI Errors
The three following cases should be considered:
1. Significant FQI system changes have been performed (FQI computer, probes change etc... )
on the aircraft since delivery or its last FQI ground calibration.
The FQI accuracy to be taken into consideration should be the one given by the aircraft
specification i.e. 1 % of maximum tank capacity 1 % of actual fuel quantity.
Assuming a maximum fuel capacity of 19 t (418 000 lb):
FQI at start = 3 t 220 kg (6 600 lb 484 lb)
FQI at end = 18 t 370 kg (39 600 lb 814 lb)
1 = 220 kg 370 kg 115 kg 50 kg (1 = 484 lb 814 lb 253 lb
110 lb)
1 max 755 kg (1 661 lb);
2. No FQI system modification has been performed since the last FQI calibration. All FQI
readings are within the ground tolerances (See Figure 1).
Maximum positive is obtained when FQI presents the maximum over-reading at start and
the maximum under-reading after refuel, i.e. when the particular aircraft calibration curve runs
from A to B.
Maximum positive = 15.000 - [(18.000 - 185) - (3.000 + 35)] + 115 + 50 = + 385 kg
Conversely, maximum negative is obtained when particular aircraft calibration curve runs
from C to D.
Maximum negative = 15.000 - [(18.000 + 180) - (3.000 - 105)] - 115 + 50 = - 350 kg
2 max 385 kg (847 lb);
3. Particular aircraft FQI calibration curve is available.
In this case, although the reported discrepancy can be of the same magnitude as 2
maximum given above, after correction of FQI reading according to the calibration curve, the
remaining difference should be due to bowser error and APU burn only.
3 max 165 kg (363 lb).
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FQI ACCURACY
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FLIGHT CREW
OPERATING MANUAL
Conclusion
When comparing bowser uplift versus FQI readings on ground, the maximum difference is:
1 max = [FQI over-read (start)] - [FQI under-read(end)] + bowser error + APU burn,
Difference can be significant when FQI over/underreadings before and after refueling are very
different,
An aircraft presenting a 0 does not confirm its FQI system is more accurate than another
aircraft with a difference. It suggests (bowser error and APU burn not taken into account) that
over/underreadings before and after refueling are very close but not necessarily equal to 0.
IN FLIGHT
As a routine, crews should check the fuel on board (FOB) plus fuel used (FU) against the block
fuel during flight. This would detect fuel leaks and provide a more reliable basis of calculation in
case of either FQI or FU failure during flight.
Discrepancies have been observed during routine checks.
These discrepancies are made up from the three following inherent errors:
BLOCK FUEL (error constant throughout flight),
FU (error increasing during flight),
FOB (error decreasing during flight).
Example: A320 with 18 t,
BLOCK FUEL: 18 t error = 370 kg (814 lb),
FOB: 3 t error = 220 kg (484 lb),
FU: 15 t error = 225 kg (495 lb).
In an extreme case:
Block Fuel = FOB + FU 815 kg (1 793 lb) + APU FU if any
and this with no system fault.
Consequently, it is important to know the FQI tolerances to understand discrepancies.
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FQI ACCURACY
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FLIGHT CREW
OPERATING MANUAL
Note:
1. FU indication accuracy, which is an integration of the FF, is estimated to be better

than 1.5 %. The error of the fuel flow (FF) meter is dependent upon fuel flow rate
and temperature conditions. For normal cruise conditions, this error is around 1 %;
2. FQI errors for both Block Fuel and FOB are as per the specification because ground
calibration curve is not applicable in flight. Block Fuel error, ground tolerances may
be used if applicable (refer to 3.1). In this case, Block Fuel error is 185 kg (407 lb)
instead of 370 kg (814 lb).
If the particular ground calibration curve is known, there should not be any
substantial error on Block Fuel.
Possible discrepancy due to FOB and FU errors remains significant:
Block Fuel = FOB + FU 450 kg (990 lb) + APU FU if any;
3. APU fuel used in flight, which is not recorded, is between 40 (88) and 100 kg/h
(220 lb/h);
4. With the Flight Management and Guidance System (FMGS), FOB is also available
on the appropriate page of the FMGS. FOB is computed by the FMGS using both
FQI and FF data.
In the event of a FQI failure, the FMGS will continue to display FOB by means of the
last available FOB and by FF integration.
USE OF MANUAL MAGNETIC INDICATORS

It often happens that when a discrepancy has been detected either on ground or in flight as
explained above, some airline procedures request to make a check of the FOB after refueling or
after landing by means of the Manual Magnetic Indicators (MMI).
It has to be highlighted that MMI readings involve several measurements and interpolations (on
rods, on clinometers, on charts) in addition to the MMI indication accuracy itself.
This is why the accuracy of a MMI reading is approximately 5 % and thus worse than FQI
system accuracy.
Therefore, MMI readings should not be used to check FQI system. They should only be used
when the FQI system is inoperative.
REDUCING FQI DISCREPANCIES
FQI system accuracy continue to improve. Operational accuracy goals have been established by
ARINC in cooperation with airframe and equipment manufacturers and in agreement with airline
requirements.
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FQI ACCURACY
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FLIGHT CREW
OPERATING MANUAL
The discrepancies described are inherent in the FQI system:

Both on-ground and in-flight reported discrepancies are generaly due to FQI errors on Block
Fuel.
The Block Fuel maximum error should be reduced. This will depend on a responsible judgement
based on knowledge of a particular aircraft FQI calibration curve; i.e. assuming no FQI
modification following aircraft delivery, this curve will be reasonably constant (on ground) and
thus, for a given FQI reading, real Block Fuel can be deduced.
This calibration may be done by any operator while it is not applicable to the correction of
in-flight reading.
A FQI calibration procedure is a maintenance function and will be introduced in the AMM in the
future;
FU (fuel used) is the primary parameter to determine fuel consumption (max error = 1.5 %).
Nevertheless, on certain high-fuel-capacity aircraft, the FOB error (decreasing during flight) may
become lower than FU error (increasing during flight) by end of flight.
Example: A320 with 19 t (41 800 lb) maximum capacity.
BLOCK FUEL = 18 t (39 600 lb)
FOB = 3 t 1/100 (3 t + 19 t) = 3 t 220 kg
(FOB = 6 600 lb 1/100 (6 600 lb + 41 800 lb) = 6 600 lb 484 lb)
FU = 15 t x ( 1.5 %) = 15 t 225 kg
(FU = 3 300 lb x ( 1.5 %) = 3 300 495 lb).
In this example, when FOB is less than 3 t (6 600 lb), FOB error may be assumed to be lower than
FU error. Furthermore:
If Block Fuel is confirmed as per a particular calibration curve:
When FOB > 3 t (6 600 lb):
Use FU parameter to determine both FOB and FU,
When FOB < 3 t (6 600 lb):
Use FOB parameter to determine both FOB and FU.
OPERATIONAL CONSIDERATIONS
Some economic aspects relating to FQI accuracy are approached here and should be considered
when operating an aircraft.
TECHNICAL DELAYS
Incorrect application of MMI check, may cause a possible delay.
Knowing the FQI calibration curve helps to understand and reduce discrepancies.
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FQI ACCURACY
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FLIGHT CREW
OPERATING MANUAL
EXTRA FUEL LOADED

Crews uplift more fuel than required for a particular flight, as a contingency factor, when they
are unsure of the FQI accuracy,
An under-reading FQI leads also to carrying extra fuel,
1 extra tonne will increase fuel consumption up to 1.2 %, depending on airframe and flight
conditions.
PAYLOAD PENALTY
Extra fuel loaded due to uncertainty of FQI may lead to decreasing the payload.
Payload = TOW + TAXI fuel - OEW - Fuel loaded
TOW
= Take-Off Weight
OEW
= Operating Empty Weight
We have seen, that adding 130 kg (286 lb) of fuel can allow the payload to be increased by
870 kg (1 914 lb) on a 4 h flight.
When the payload is limited by MTOW as TOW cannot be increased, any extra fuel will
decrease and replace payload by the same amount.
Also, any defueling will significantly decrease the payload,
When the payload is limited by the max fuel capacity:
If the FQI under-reads, the payload could be increased,
If the FQI over-reads, the payload should be decreased.
For example, an inaccuracy of 130 kg (286 lb) on fuel can affect the payload by
870 kg(1 914 lb).
Again, knowing your FQI calibration curve allows to adjust the payload.
Note:
Although not approved by DGAC/JAA as it is a non compliance item, using the 2 %

thermal expansion volume as extra-fuel could be authorized by national airworthiness
authorities to increase max fuel capacity.
In this case the FQI reading is limited somewhere above high level until fuel quantity
falls below this value.
CONCLUSION
Airbus Industrie has always improved FQI systems, because it is essential for crews to have a
reliable and accurate fuel quantity indication system.
Taking into account the difficulty of measuring the weight of a liquid stored in complex-shaped
tanks always moving, FQI system installed on Airbus aircraft has a good accuracy, well within
specifications and international standards.
It is important on certain flights with certain aircraft fitted with a FQI system presenting large
over-/underreadings, to know the particular FQI ground calibration curve.
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FQI ACCURACY
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FLIGHT CREW
OPERATING MANUAL
Crews should know this curve and FQI tolerances in order to:
Understand and reduce FQI discrepancies,
Avoid delays,
Save fuel,
Adjust the payload.
FQI calibration should be done when deemed necessary by each operator as this will be profitable
for both operational and economic aspects.
CTV A320 FLEET

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FCB-FCB7 P 8/8
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THRUST ACCELERATION IN A/THR
MODES

THRUST ACCELERATION IN A/THR MODES
A320
FLIGHT CREW
OPERATING MANUAL
Thrust Acceleration in A/THR Modes......................................................................................................................A
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FLIGHT CREW
OPERATING MANUAL
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A320
FLIGHT CREW
OPERATING MANUAL

Ident.: FCB-FCB9-00013109.0001001 / 02 MAR 11
Applicable to: ALL
These are specific thrust acceleration logics when A/THR is engaged in thrust or speed mode. The
crew should be aware of each.
The purpose of the logic is to obtain adapted thrust variation to the whole flight envelope, depending
on the current mode engaged, "G" load limitation, and vertical modes switching if any.
This is based on different logics which can be summarized as following.
1. LOGIC IN THRUST MODE "CLB" (ASSOCIATED WITH OP CLB/EXP CLB/CLB)
1.1 WHEN AP IS ENGAGED
During thrust increased, the maximum acceleration rate is 20 %/sec until the N1 reaches N1
target minus 5 %. At that point, the acceleration logic is speed mode. This acceleration limit is
defined to achieve a smooth and rapid transition without noticeable speed excursion.
However normal acceleration rate is between 1.5 %/sec and 20 %/sec.
When target N1 minus 5 % is reached, N1 rate becomes 1.5 %/sec until target N1 (MAX CLB
Thrust) is obtained.
Note:
When decelerating (more than 10 kt between current speed and speed target), the N1
rate is maintained at 1.5 %/sec.
1.2 WHEN AP IS OFF

It has been revealed, that during manual flying with AP off, the rate limit up to 20 %/sec was not
as optimum as with AP engaged. The reason for this is that during transition the system was
using A/THR speed mode logic to obtain N1 rate limit of 20 %/sec MAX; if the pilot did not fly the
FD bars, established CLB thrust was not always obtained.
Consequently, the current system maintains the fixed value of 1.5 %/sec which represents the
best value when following the FD bars.
Flight tests proved this logic (it means to provide maximum rate of 20 %/sec only if autopilot is
engaged) to be the optimum compromise through the flight envelope.
WARNING
If FD bar commands are not smoothly followed or not followed at all, a speed
excursion may occur, due to the fact that the change of attitude is not adapted
to the thrust acceleration rate.
If required, additional manual thrust may be briefly added by the pilot during the
transition.
2. LOGIC IN THRUST MODE "IDLE" (ASSOCIATED WITH OP DES/EXP DES/DES)

The N1 rate limit is 2 %/sec (lS8) and 1 %/sec (full standard). Both rates were selected to preclude
speed excursion and improve passenger comfort (smooth attitude variation during transition).
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3. LOGIC IN SPEED MODE

The N1 rate limit is 20 %/sec MAX, however it can be lower depending upon the difference
between the current speed and the target speed.
There is no difference in A/THR speed mode linked to AP ON or OFF. The speed hold is the same
with AP ON or OFF.
When pilot is flying manually, a temporary speed loss can occur if an increased load factor is
required. This authority is not possible with AP due to system.
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RADIO ALTIMETER ANOMALIES DURING
ADVERSE WEATHER CONDITIONS
A320
FLIGHT CREW
OPERATING MANUAL

Radio Altimeter Anomalies during Adverse Weather Conditions............................................................................ A
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FLIGHT CREW
OPERATING MANUAL

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FLIGHT CREW
OPERATING MANUAL
RADIO ALTIMETER ANOMALIES DURING ADVERSE WEATHER CONDITIONS

Ident.: FCB-FCB11-00013111.0001001 / 02 MAR 11
Applicable to: ALL
INTRODUCTION
All radio altimeters are very sensitive to adverse weather conditions.
Reflections from hail clouds or heavy precipitation located between the ground and the aircraft,
may cause the radio altimeter to indicate a false height value momentarily.
These erroneous indications are also transmitted to other systems which may induce spurious
warnings or unexpected AP/FD guidance.
EXAMPLE
Under heavy rain condition at 2 600 ft, at least one of the radio altimeter delivered
a height indication of 480 ft during 13 s.
The warning "L/G gear not down" was displayed.
No other anomaly was reported until landing.
EXPLANATION
ORIGIN
A radio altimeter measures the shortest distance between the aircraft and the closest obstacles
below it.
During adverse weather conditions, returns can be generated due to reflection on hail clouds or
heavy rain. The energy which is reflected depends directly upon the hail or rain density.
If the energy received by the radio altimeter is powerful enough, it will be validated and a height
lower than the distance to the ground will be measured and sent to system users.
If the return is too weak, the measurement will be validated but the increased noise level may
hide the return from the ground and thus no height indication would be provided.
CHARACTERISTICS
This phenomenon is rare. Typical weather conditions which trigger these effects are not
frequent and generally isolated.
It is less likely with increased height.
Due to the physical nature of the hail and rain and the radio altimeter characteristics, the radio
altimeter indication will only be influenced if the distance between the A/C and the clouds is
equal or greater than 300 ft for rain and 80 ft for hail.
Both radio altimeters are likely to be affected simultaneously.
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OPERATING MANUAL
If both radio altimeters are affected simultaneously the crew may experience:
If the value is greater than 150 ft:
Spurious auto call out
Spurious ECAM or GPWS warnings.
If the value ranges between 150 ft and 80 ft:
During automatic approach:
Degradation of the guidance, glide slope is no longer flown, excessive deviation may occur
Variation of the longitudinal pitch and/or vertical speed leading to GPWS warning.
During manual approach:
No adverse effect could be reproduced during simulation but GPWS or auto call out
warning might be spuriously triggered.
CONCLUSION AND OPERATIONAL RECOMMENDATIONS
Very few cases of spurious radio altimeter indications have been reported to Airbus. Radio
altimeter sensitivity issues have been tuned to the limits of improvement. There is no practical
solution to cure the phenomenon without reducing system performance to an unsatisfactory
level. Crews need to be aware that erroneous radio altimeter behavior is rare, but can occur
during severe weather conditions. During approach and landing, crews need to consider this
phenomenon.
The weather radar may be used to detect heavy rain or hail.
The interpretation of the color codes is as follows:
Black rainfall rate
Green rainfall rate
Yellow rainfall rate
Red rainfall rate
less than
between
between
greater than
0.7 mm/hr
0.7 and 4 mm/hr
4 and 12 mm/hr
12 mm/hr
As an example stormy tropical shower rate can be as high as 500 mm/hr and uppest limit for hail
may reach 4700 mm/hr.
CTV A320 FLEET

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FCB-FCB11 P 2/2
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FMGS NAVIGATION DATABASE

A320
FLIGHT CREW
OPERATING MANUAL
FMGS Navigation Database....................................................................................................................................A
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Ident.: FCB-FCB12-00013112.0001001 / 09 OCT 12
Applicable to: ALL
REASON FOR ISSUE AND SCOPE

The aim of this FCOM Bulletin is to highlight the importance of the Navigation Database accuracy
and therefore the importance of its update and its correctness.
As any NAV database discrepancy or false coding may induce navigation errors and lateral or
vertical misguidances, this FCOM Bulletin provides flight crews with operational recommendations.
INCORRECT NAV DATABASE CASES
NAVIGATION DATABASE DISCREPANCIES
Numerous in service events have been reported during the last few years, which are caused by
3 different types of Navigation Database discrepancies:
NAV database not updated on time,
Incorrect coding or impossibility of coding of published procedures,
Coding errors.
NAV Database Not Updated on Time
When a NAV Database is not updated on time, this may lead to incorrect position or
misguidance:
1st example
STAR MEN2 (LFBO) was modified but not incorporated in the NAV D.B. As a result the
STAR displayed on the ND was not the published one;
2nd example
TRANS between STAR VAREK and NDB03 was not coded at Ajaccio (LFKJ). Misguidance
was the consequence.
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NAV Database Incorrect Coding

Incorrect coding in the NAV D.B. induces misguidance in SID or STAR:
1st example
STAR VAREK at Ajaccio (LFKJ).
The leg STP-VAREK was coded as a TF (track to fix) and the following leg was coded as
a CF (course to fix). Due to the imprecision of the magnetic variation in the area, both legs
were not lined up and the A/C had to turn, after VAREK WPT, to capture the next leg;
2nd example
STAR PERIK 1 and GORON 1 AT Genova (LSGG).
These STARs end at WPT SINEL located in the middle of the APPR 23.
This creates a F-PLN discontinuity and the procedure is not flyable. The NAV D.B. error is
linked to both coding and procedure concept;
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3rd example
On several non precision approaches, the final descent angle is coded for the last leg only
instead of the last 2 legs. Again this creates a level off segment which does not exist.
Coding Errors
Coding errors generally have very similar effects on the FMGS system and may induce
position errors as well as misguidance:
1st example
Erroneous position of runway threshold at LFMT RWY 32R inducing a lateral offset during
non precision approach;
2nd example
ILS/DME coded as an ILS only preventing autotuning of the DME in approach (IWW and
IGG at EGKK).
PROBLEMS LINKED TO ARINC 424 SPECIFICATION
If an item is not specified in the ARINC 424, it will not be part of the NAV D.B.
For example:
No specific field reserved for THR RED/ACC ALT. As a result, it is not possible to link such
information to a company route (e.g noise abatement). Defaulted value is provided instead.
Systematic Coding of HF Leg in Procedures
When a Final Approach procedure displays a Holding Pattern, this pattern is systematically
coded in the APPR VIA or STAR as an HF leg; this means that this holding is always taken
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into account in the F-PLN, assuming one turn; in certain cases, this is realistic but in most
circumstances, it is not.
If the HF leg is of no use, it corrupts all predictions and performance computations.

Furthermore if a holding pattern is ATC required, by then the crew has all means to insert it
into the F-PLN, and be then provided with realistic estimates.
As a consequence, realistic coding of procedure turns should be requested.
Circle to Land
At many airports approaches are defined only in one direction; while the landing runway may
be in the other direction.
If the weather is poor, a defined instrument approach is carried out down to circle to land
MDA, and then a circle to land trajectory is flown.
Circle to Land feature is not part of current ARINC specification; this forces the crews to
improvise in order to get a realistic trajectory on the ND, and to get proper predictions on
CDU.
RECOMMENDATIONS
In order to control and correct NAVIGATION Database all pilots are encouraged to report to their
flight operations any misbehaviour which may have been induced by an incorrect data base.
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This can be done during normal operations:

During preflight by checking the consistency of the MCDU F-PLN versus ATC F-PLN. Refer to
current FCOM,
In flight by performing the navigation accuracy assessment on a regular basis as described in
the FCOM procedures and techniques.
CONCLUSION
Tomorrow, the increasing number of RNAV approaches will require faultless NAV Database
procedures since it will not always be possible to monitor the guidance by using raw data.
On a short term basis, the NAV Database improvement is a matter of step by step error detection
which mainly requires pilot attention during preflight and in flight.
On a longer term basis, the NAV Database improvement requires decisions and actions of
concerned agencies/authorities and NAV Database manufacturers.
It has to be reminded that the aircraft constructor has no control over the data base used by each
operator.
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CTV A320 FLEET

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SPECIFIC FEATURES OF THE FMGS
FULL STANDARD

SPECIFIC FEATURES OF THE FMGS FULL STANDARD
A320
FLIGHT CREW
OPERATING MANUAL
Specific Features of the FMGS Full Standard........................................................................................................ A
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Ident.: FCB-FCB13-00013113.0001001 / 02 MAR 11
Applicable to: ALL
Note:
This FCOM bulletin is only valid for aircraft equipped with FMGS full standard.
The FMGS full standard was introduced in 1992. During the first months of service, questions have
been raised on particularities of the system.
1. ALTITUDE PREDICTIONS NOT ACCURATE ON GROUND
Predicted altitudes indicated on the F-PLN A page are not accurate until take off; an error of a few
hundred feet may be noticed on predicted altitudes at all waypoints until lift off.
EXPLANATION
The predictions are computed using simplified model for the take off run. This causes a minor
error on the altitude predictions. Predictions are continuously updated during the take off roll
and once airborne, they are accurate.
2. SPURIOUS "FMS 1/FMS 2 SPD TGT DIFF" MSG
When changing of CRZ FL using the FCU altitude knob, the message "FMS 1/FMS 2 SPD TGT
DIFF" may come up.
EXPLANATION
The new FCU altitude is sent by the master FMGC to the slave, therefore predictions are not
computed at the same time on both FMGCs; a speed target difference may occur during a very
short period, triggering the message.
PROCEDURE
Disregard the message.
3. "IRS ONLY NAVIGATION" MSG TRIGGERED AT DESCENT PHASE SWITCHING
When the A/C is in IRS ONLY NAV mode, the message "IRS ONLY NAVIGATION" is triggered
when the A/C starts the descent.
EXPLANATION
The system logic is triggered when the FMGS navigation mode has been in inertial only for
more than 10 min in cruise or when the A/C is transitionning to descent phase without radio
updating.
If the FMGS is in IRS only navigation mode at descent phase switching, the message is
immediately triggered, reminding the crew that the A/C is operating without radio position.
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PROCEDURE
Perform a NAV ACCY CHECK.
4. VERTICAL DEVIATION DIFFERENT ON BOTH SIDES
In descent or approach the vertical deviation (VDEV) indicated on the PFD and PROG page may
differ on side 1 and 2.
EXPLANATION
The vertical deviation (VDEV) is computed independently on side 1 and 2; if FM 1/2 position
ground speed or other data used for VDEV computation differ slightly from side 1 and 2, a small
difference of VDEV will be observed during descent and/or approach.
5. INCREASE OF VERTICAL SPEED IN DES MODE
The vertical speed may increase noticeably for a short period of time during descent with DES
mode engaged. The V/S regains the normal value when intercepting the path.
EXPLANATION
When the A/C is above path and an increase of speed target is required manually or
automatically, the V/S will increase temporarily until the vertical profile is intercepted.
6. VLS COMPUTATION
6.1
6.2
The VLS computed by the FMGS uses the same algorithm and performance table as
the FAC. Nevertheless some differences may be observed due to the fact that the FAC
computes the VLS from flight parameters and the precision of the computation provides an
accuracy of 3 kt (PFD VLS).
In CONF 3, the performance table used to compute the VLS assumes the gear up
although the table provided in the QRH and FCOM assume gear down. A VLS difference
of 2 kt can be observed between performance table and FAC/FMGS in CONF 3.
7. A/C POSITION INVALID

When a fast realignment is performed, the message A/C POSITION INVALID is triggered.
The message disappears when the realignment is completed.
EXPLANATION
During an IRS alignment, the ADIRS send no data to the FMGS and the FMGS cannot process
any position.
The POS MONITOR page is empty and the MSG "A/C POSITION INVALID" is automatically
triggered. Once the IRS are realigned, the ADIRS provide data to the FM and a mix IRS position
is recomputed; the message disappears.
CTV A320 FLEET

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FCB-FCB13 P 2/2
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OPERATION OF FLEETS WITH/WITHOUT
CPIP

OPERATION OF FLEETS WITH/WITHOUT CPIP
A320
FLIGHT CREW
OPERATING MANUAL
Operation of Fleets with/without CPIP.................................................................................................................... A
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Ident.: FCB-FCB16-00013116.0001001 / 09 OCT 12
Applicable to: ALL
INTRODUCTION
In order to continuously improve the man/machine interface, Airbus developed continuous product
improvement programmes (CPIP), the modifications of which are available for retrofit and are
commonly introduced on all new A320/A321 and on A319.
This FCOM bulletin details the differences which crews should be aware of.
DEFINITION
BASIC AIRCRAFT
The A320 equipped with full standard FMGS without CPIP (continuous production improvement
programme) nor ENERGY MANAGEMENT.
ADVANCED STANDARD
The A319/A320/A321 with CPIP 1 + 2 + 3, LOW ENERGY warning and ENERGY
MANAGEMENT. This standard is basic on the A319/A321 and A320 in current production and
can be retrofitted to all A320.
MODIFICATION DESCRIPTION
CPIP 1 (FCU MODIFICATION)
Altitude selection change inhibited during push/pull action. This modification prevents any
change of altitude during mode engagement,
HDG and V/S preselection time increased from 10 to 45 s,
V/S/FPA click differentiation for rapid selection:
1 click = 1 FPA,
2 clicks = 100 ft/min V/S.
CPIP 2 (FCU MODIFICATION)
V/S/FPA "push to level off" function,
When pushing the V/S/FPA selector knob, V/S/FPA target is set to zero,
4 digits for V/S target.
The V/S and FPA target are displayed in the window as followed:
V/S
= 4 digits,
FPA = 2 digits,
HDG/TRK target is synchronized when switching from HDG to TRK or vice versa,
SPD/MACH, HDG/TRK, METRIC ALT switching pushbuttons are labelled.
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LOW ENERGY WARNING (FAC AND FWC MODIFICATION)

The low energy warning consists of an aural warning "speed speed speed" triggered every 5 s.
This warning is available when CONF 2 and 100 ft < RA < 2 000 ft; it indicates that the energy
level is not sufficient to recover to a positive flight path angle with only pitch command. The thrust
must be increased. This warning is generated before the alpha floor is triggered.
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CPIP 3: FMA IMPROVEMENTS (DMC AND FWC MODIFICATION)

Engagement status of both FDs are displayed on both PFDs:
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A/THR annunciations are changed as follows:

White colour and MAN label when the thrust levers are set manually in the corresponding
detent. e.g. MAN TOGA, MAN FLEX, MAN MCT.
MAN THR when the thrust levers are set above the applicable detent. The A/THR is armed
(A/THR blue on FMA),
LVR white (or amber) label whenever the thrust levers are not in the correct detent: (e.g.
LVR CLB, LVR MCT, LVR ASYM),
THR green label when the Thrust mode is active:
THR CLB, THR MCT, THR IDLE.
All AP/FD modes are displayed as abbreviations (no dashes): (e.g. NAV, ALT CRZ, ALT
CSTR).
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V/S or FPA target are displayed in the FMA: e.g. V/S: + 800
Message and MSG colours are changed as follows:
"MORE DRAG" white message instead of "AIRBRAKES"
"CHECK APP SEL'' white message instead of "CHECK APP GUIDANCE"
"SET MANAGED SPD" white message instead of "SET AUTO SPEED"
"SET GREEN DOT SPD" white message instead of "SET VFTO"
ENERGY MANAGEMENT IMPROVEMENT

(FAC, FWC, DMC, FADEC modification)
The ENERGY MANAGEMENT package is related to A/THR logic modification and additional
ECAM announcements. The package eases the normal procedure of A/THR disconnection and
improves the crew information on the current thrust setting.
A/THR Disconnection Using the Instinctive Disconnect Pushbutton
When the instinctive disconnect pushbutton is depressed:
Thrust is immediately set to the thrust corresponding to the thrust lever position. (Thrust lock no
longer effective),
A gong sounds and the master CAUTION light illuminates for 3 s,
AUTO FLT A/THR OFF is displayed on the ECAM for 9 s maximum.
A/THR Disconnection due to a failure or an action on the A/THR FCU pb when illuminated green:
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THRUST LOCK is active until the thrust levers are moved out of corresponding detent (or alpha
floor activates),
Annunciation is enhanced as follows:
Repetitive gong and master CAUTION light,
THR LK amber displayed on both PFDs,
AUTO FLT A/THR OFF displayed on ECAM,
Blue "THR LEVERS.....MOVE" displayed on ECAM,
With a 5 s delay, flashing "ENG THRUST LOCKED".
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Thrust Levers Set Below CL Detent:

Repetitive gong and master CAUTION light,
"AUTO FLT A/THR LIMITED" and "THR LEVER...MOVE" displayed on ECAM,
LVR CLB displayed on FMA.
IDLE Announcement on ECAM

When thrust is set automatically or manually at IDLE thrust, IDLE legend flashes green for 10 s
then steady on ECAM EWD (adjacent to N1/EPR scale).
FCU MODIFICATION (CPIP 1 AND CPIP 2)
The introduction of FCU modifications does not significantly modify the published procedures:
V/S push to level off function
V/S = 0.0 selection may still apply; the "push to level off" function is a easier action. In both
cases, the crew must crosscheck with FMA;
Different digits for V/S and FPA
The procedure which consists of crosschecking (and announcing) V/S or FPA value obtained
on PFD remains mandatory;
Synchronisation of HDG/TRK target
This allows the switching from HDG to TRK or vice versa with bank angle.
Airbus still recommends the switching with wings level.
LOW ENERGY WARNING
This feature provides an advanced warning to the crew before alpha floor is triggered.
Standard procedures are unchanged and flight envelope remains the same.
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Alpha floor and alpha protection are identical.

CPIP 3
The announciations of the FMA are self explanatory.
The procedure remains the same:
Any mode change is to be checked and announced,
When a new target is selected and activated through the FCU, the resulting guidance has to be
checked on the PFD.
ENERGY MANAGEMENT
The main feature of the ENERGY management is the suppression of the thrust lock when the
A/THR instinctive disconnect pushbutton is used.
The A/THR disconnection technique remains unchanged (Refer to PRO-SUP-70 Thrust Control),
and may be summarized as follows:
When A/THR is to be disconnected:
Move the thrust levers out of the applicable detent, to the current or desired thrust level,
Depress the instinctive disconnected pb.
The new ECAM features facilitate the crew action but do not modify the procedures.
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CHARACTERISTIC AND PROTECTION
SPEEDS

CHARACTERISTIC AND PROTECTION SPEEDS
A320
FLIGHT CREW
OPERATING MANUAL
Characteristic and Protection Speeds..................................................................................................................... A
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OPERATING MANUAL

Ident.: FCB-FCB17-00013117.0001001 / 09 OCT 12
Applicable to: ALL
INTRODUCTION
The different speeds displayed to the crew on the main cockpit interfaces: PFD, MCDU, ND are
computed by the FACs, the FMGCs and the ADIRS.
PFD
FAC COMPUTATION
Computed on current aircraft status and configuration.
VLS
F
S
"O" Green Dot
Vprot
Vmax
Vsw (stall warning speed)
MCDU PERF PAGE

FMGC COMPUTATION
Computed for take off, go around and landing.
VLS of the selected landing configuration.
F
S
"O" Green Dot
Each FAC computes its own speeds which are displayed on the relevant PFD:
FAC 1 on side 1,
FAC 2 on side 2.
Each FMGC computes its own speeds displayed on the relevant MCDU:
FMGC 1 on side 1,
FMGC 2 on side 2.
The algorithms used to compute the characteristic speeds are the same in both FAC and FMGC
but as the inputs are different, the resulting values may differ.
CHARACTERISTICS SPEEDS COMPUTED BY THE FAC
The FAC computes its characteristic speeds with 2 main inputs from ADIRS (Angle of Attack ()
and calibrated airspeed (Vc)). It also uses THS position, SFCC data and FADEC data.
From these inputs, the FAC computes a stall speed Vs which is used to determine the aircraft
weight.
The following sketch gives the basic architecture for FAC speed computation.
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AOA DETERMINATION
The angle of attack value used to compute the characteristic speeds is the mean value of the 3
AOAs (Vote).
Accuracy of the AOAs is a paramount factor in the weight calculation.
0.3 of error in the AOA results in a 3 t error in weight.
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WEIGHT COMPUTATION
The weight is computed provided the following conditions are met:

Aircraft altitude below 14 600 ft and speed (Vc) below 240 kt,
Bank angle less than 5 ,
Speedbrakes retracted,
No dynamic maneuver (vertical load factor lower than 1.07 g),
No change of aircraft configuration and not in CONF full.
When one of these conditions is not met, the last calculated weight value is considered and
updated for the fuel consumption based on actual engine N1.
CHARACTERISTIC SPEEDS COMPUTATION
A320
VLS is computed from Weight and Vc and corrected for the current CG.
If the current CG is forward of 15 %, 15 % CG is used to compute the speeds,
If the current CG is between 15 % and 25 %, the speeds are computed using an
interpolation between 15 % and 25 % CG,
If the current CG is aft of 25 %, 25 % CG is used for speed computation.
F, S, and Green dot are independent of CG.
A319-321
VLS, F, S and Green Dot are computed for a forward CG. No CG correction is applied for
A319/A320 VLS as it has a negligible effect.
PROTECTION SPEEDS CALCULATED BY THE FAC
Vprot and Vmax are displayed in normal law.
The FAC does not trigger alpha prot and alpha MAX protection.
(The alpha prot and alpha max protection are activated by the ELAC).
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Vsw, the stall warning speed is computed by the FAC in ALTN or DIRECT law. At Vsw speed,
an audio warning (crickets - STALL synthetic voice) is triggered.
TOLERANCE OF FAC COMPUTED SPEEDS

Due to the data accuracy used to compute the characteristic speeds, and specifically the AOA
accuracy, the precision of the computation is specified to be within 2.5 %.
During acceptance flight, the tolerances are as following:
Clean aircraft
Green Dot 5 kt
VLS
4 kt
Vprot
5 kt
Vmax
5 kt
Conf full
VLS
3 kt
Vprot
5 kt
Vmax
5 kt
CHARACTERISTICS SPEEDS COMPUTED BY THE FMGC
Characteristic speeds computed by the FMGC are based on a predicted GW, CG (and selected
configuration for landing) at a given time at landing for example.
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GW and CG values are computed from entered ZFW and ZFWCG corrected for the predicted FOB
and CG variation.
When the Approach phase is activated, the characteristic speeds are recomputed using the actual
weight and CG.
The performance model used to compute the characteristic speeds, is accurate enough to provide
speed errors of less than 2 kt from the certified speeds.
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THE MOST FREQUENT QUESTIONS ON SPEED COMPUTATION

Why are the characteristic speeds computed by the FAC subject to inaccuracy greater
than FMGC computation?
Answer:
The precision of the AOA measurement is usually the cause of speed differences.
An error of 0.3 in AOA measurement causes a weight inaccuracy close to 3 t.
Is the FMGC computation more accurate than the FAC computation?
Answer:
Algorithms are the same but the initial data are different.
The FAC computes current dynamic speeds.
The FMGS computes characteristic speeds for given phases (and configuration for landing).
Usually, the FMGC characteristic speeds for landing are more accurate due to the tolerance of
FAC inputs, if the ZFW was correct initially.
Note:
To determine the GW at landing, the FMGC uses the ZFW entered by the crew and
adds the fuel on board.
A significant difference between PFD and MCDU characteristic speeds may also
indicate an error in the ZFW as entered by the crew
Why are there two characteristic speed calculations?

Answer:
The computation done by the FAC is independent of any manually entered data and provides
permanent speed values displayed on the PFD.
During approach, the comparison of characteristic speeds allows the crew to detect any speed
discrepancy which may affect approach and final phases.
When a difference exists between computed speeds from FAC and FMGC, what are the
best speeds to be relied on ?
Answer:
Whenever differences are observed, Airbus recommends to rely on QRH values.
Refer to QRH/FPE-SPD Speeds.
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GROUND SPEED MINI FUNCTION

A320
FLIGHT CREW
OPERATING MANUAL
Ground Speed Mini Function...................................................................................................................................A
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Ident.: FCB-FCB18-00013118.0001001 / 09 OCT 12
Applicable to: ALL
GENERAL
When an approach is flown in managed speed mode, the crew will notice that the target speed
(magenta) displayed on the PFD, is variable during the approach.
This approach target speed, also called IAS target, is computed in the FMGS using the "ground
speed mini function".
The purpose of the Ground speed mini function is to take advantage of the aircraft inertia,
when the wind conditions vary during the approach. The aircraft flies a target speed during the
approach and the energy of the aircraft is maintained above a minimum level ensuring standard
aerodynamic margins over stall.
If the A/THR is active in SPEED mode, it will automatically follow the IAS target, ensuring efficient
thrust management during the approach.
PRINCIPLE
The minimum energy level is based upon the ground speed the aircraft should have at touchdown,
when landing at VAPP with the expected wind. It is called "GROUND SPD MINI".
During the approach, the FMGS continuously computes the IAS target to keep the ground speed
at or above the "Ground Speed Mini", based upon the actual winds.
This IAS target is limited to VAPP.
The IAS target is displayed on the PFD speed scale in magenta, when approach phase and
managed speed are active. It is independent of the AP/FD and/or the A/THR engagements.
The following examples provide a comparison between the ground speed mini function versus
the conventional selected speed hold function, in terms of speed target, and thrust management
during an approach where winds are varying.
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Ground speed mini function provides all the information necessary to manage the thrust smoothly
and efficiently during the approach, in the event of gusts or horizontal windshears.
BASIC COMPUTATION
Wind is a key factor in the ground speed mini function.
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TOWER WIND
It is the MAG WIND entered in the PERF approach page. It is the average wind as provided by
the ATIS or the tower. Gusts are not inserted; they are taken into account during ground speed
mini computation.
TOWER HEADWIND COMPONENT

Component of the MAG WIND relative to the FMS runway axis.
The FMS Runway axis is the landing runway axis entered in the F-PLN and indicated on the
PERF APPR page.
CURRENT WIND COMPONENT
Component of the actual wind measured by ADIRS, relative to the aircraft axis.
The three following formulae explain how the approach speed target (IAS target) is computed
using the ground speed mini function. Note that this computation is different for the A320 and
the A319, A321 or A320 with the modification which reduces VAPP (mod 25225).
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VAPP Computation
A320
A320 with Mod 25225 A319/A321
VAPP COMPUTATION
VAPP = VLS + 5 kt + 1/3 OF THE TOWER HEADWIND COMPONENT
VAPP = VLS + MAX (5, 1/3 OF THE TOWER HEADWIND
COMPONENT)
Wind correction limit: mini 0 kt, maxi 15 kt.

VAPP may be changed manually by the crew if desired.
The 5 kt increment to VLS is an Airworthiness requirement when autoland is used. (CAT 2 CAT 3)
Tower headwind component is counted positively.
In case of a tower tailwind, the wind correction is zero and VAPP = VLS + 5.
Ground Speed Mini Computation
The ground speed mini value is not displayed to the crew, but it is of interest to understand its
principle.
GS mini = VAPP - TWR HEADWIND COMPONENT
The TWR HEADWIND COMPONENT is counted positively,
The TWR HEADWIND COMPONENT is counted positively,
If the TWR HEADWIND COMPONENT is below 10 kt or if there is a TWR TAILWIND
COMPONENT, GS mini = VAPP -10.
Approach Speed Target Computation (IAS Target)
Approach speed target, also called IAS target is computed as the higher of:
VAPP,
GS mini plus current wind component.
IAS target = MAX (VAPP, GS mini + CURRENT WIND COMPONENT)
CURRENT HEADWIND COMPONENT is counted positively. CURRENT TAILWIND
COMPONENT is counted negatively.
No max value limitation exists.
EXAMPLES
NORMAL APPROACH
Approach on Runway 09 - FMS Runway 09,
TWR wind on PERF APPR page: 090/30,
VLS = 130 kt.
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COMPUTATION
A320 (basic configuration)
VAPP
GS Mini
GS Mini = 145 - 30 = 115 kt
Current wind
in Approach
GS Mini = 140 - 30 = 110 kt
IAS target () A320 (basic configuration)
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
A320 (with Mod 25225) A319 - A321
MAX (VAPP, 115 + 50) = 165 kt

MAX (VAPP, 115 + 10) = 145 kt
MAX (VAPP, 115 - 10) = 145 kt
MAX (VAPP, 115 + 30) = 145 kt
IAS target () A320 (with

Mod 25225) A319, A321
MAX (VAPP, 110 + 50) = 160 kt
MAX (VAPP, 110 + 10) = 140 kt
MAX (VAPP, 110 - 10) = 140 kt
MAX (VAPP, 110 + 30) = 140 kt
CIRCLING APPROACH
The crew will insert (primary F-PLN) the instrument approach to be flown to MDA. The
secondary flight plan should contain final approach for the landing runway with the associated
wind information.
During the circling maneuver, the crew must activate the secondary in order to provide valid
ground speed mini information.
Example:
Instrument Approach on RWY 27
Circling Approach to RWY 09
Winds
a. 090/50 kt,
b. 090/10 kt,
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c. 270/10 kt,
d. 090/30 kt (TWR wind on PERF APPR).
VLS = 130 kt
The 3 formulae give the following results:
= 130 + 5 + Zero* = 135 kt for A320 basic configuration
1. VAPP
130 + MAX (5 kt, Zero*) = 135 kt for A320 with Mod 25225, A319, A321,
* wind is considered as tail wind because RWY 27 is selected in the
F-PLN.
2. GS Mini = 135 - 10 = 125 kt (10 kt default wind value),
3. IAS target = MAX (135, 125 + current headwind component).
The IAS target is function of the runway which is selected in the active flight plan.
Let us consider that the aircraft is actually on Final Approach onto Runway 09, the approach
target speed in final will vary as follows in case Runway 27 or Runway 09 are inserted in the
FMS F-PLN:
Runway 27 selected in the F-PLN
VAPP = 135 kt
GS MINI = 125 kt
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A320 (basic configuration)

VAPP = 145 kt
GS MINI = 115 kt
A320 (Mod 25225) A319, A321

VAPP = 140 kt
GS MINI = 110 kt
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VAPP VALUE
(PERF APPR
PAGE)
GS MINI
(1) RUNWAY
09 A320
145 kt
115 kt
(1 ) RUNWAY
27 A320 (Mod
25225) A319, A321
140 kt
110 kt
(2) RUNWAY 27
135 kt
125 kt
SELECTED
RUNWAY IN F-PLN
ENCOUNTERED WINDS
IAS TARGET IN FINAL

FOR RUNWAY 09
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
(a) 090/50
(b) 090/10
(c) 270/10
(d) 090/30
165 kt
145 kt
145 kt
145 kt
160 kt
140 kt
140 kt
140 kt
175 kt
135 kt
135 kt
155 kt
CONCLUSION
If the landing runway inserted in the FMGS F-PLN is different from the actual landing runway,
MANAGED APPROACH SPD shall not be used since the resulting targets may be significantly
too high. (This rule applies wherever the FMS landing runway axis is different by 30 the actual
landing runway axis).
In this case, select the approach speed directly on the FCU.
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PUBLICATION OF SOME ATTENDANT
INFORMATION BULLETINS

PUBLICATION OF SOME ATTENDANT INFORMATION BULLETINS
A320
FLIGHT CREW
OPERATING MANUAL
Publication of some Attendant Information Bulletins...............................................................................................A
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Ident.: FCB-FCB20-00013121.0001001 / 09 OCT 12
Applicable to: ALL
EMERGENCY LIGHTING SYSTEM

REASON FOR ISSUE
Some cases of exit signs not illuminating during takeoff, landing and on ground have been
reported.
In normal operation with the "EMER EXIT LT sw" 4WL (25VU) in "ARM" position and the "NO
SMOKING sw" 190RH (25VU) in auto position the exit signs extinguish only when the "NO
SMOKING" signs extinguish at landing gear retraction and illuminate again at landing gear
extention.
Investigation revealed that the emergency power supply unit could remain frozen after power
transfer.
PROCEDURE
During taxi and before landing check exit signs for proper illumination.
If one or more exit signs are not illuminated, perform a reset of the emergency power supply by:
1. From attendant panel:
Press the "EMERGENCY pb" 120RH once on flight attendant panel,
Wait approximately 4 s,
Press the "EMERGENCY pb" 120RH again to recover normal configuration.
or
2. From the cockpit:
Select the "EMER EXIT LT sw" on panel 25VU to "ON" position,
Select the "EMER EXIT LT sw" to "ARM" position.
If normal operation is not recovered, maintenance action is due before the next flight unless the
dispatch is authorized by the MEL.
DELIBERATE INHIBITION OF AMBIENT LAVATORY SMOKE DETECTORS
(A/C with MOD 22561)
EXPLANATION
When the smoke detector grill is removed and foreing objects like tissue paper or plastic bags
are packed around the detector (see graphic below), the result will have a serious impact on the
detection system. The detector may not be able to "sample" the air.
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PROCEDURE
The cabin crew is recommended to inspect the lavatory smoke detectors for tampering before
every flight. If foreign bodies or sign of tampering are found, line maintenance should be
informed.
VACUUM TOILET RINSE VALVE LEAKAGE
(A/C with MOD 26145)
EXPLANATION
An increase in vacuum toilet rinse value leakage has been experienced. Leakage at the vacuum
toilet rinse valve in the forward lavatory may lead to water flooding in the cockpit with possible
water spillage in the avionic bay.
ACTION
Airbus Industrie has initiated a modification consisting of the introduction of an improved rinse
valve.
PROCEDURE
Pending the introduction of the improved rinse valve, it is recommended that the cabin crew
perform a toilet flush in each lavatory before the first flight of the day. This should minimize the
effect of possible overnight deposit inside the valve by draining the content.
The cabin crew should advise the maintenance if abnormal water accumulation is found.
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This grill is a cover for the ambient smoke detector and the air extraction duct. The view shown
is how the grill would appear when looked at from below.
This grill can be removed. Foreign objects (tissues, plastic bags) have been found packed
around the ambient smoke detector.
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USE OF MANAGED GUIDANCE IN
APPROACH AND NAV DATABASE
VALIDATION
A320
FLIGHT CREW
OPERATING MANUAL
USE OF MANAGED GUIDANCE IN APPROACH

AND NAV DATABASE VALIDATION
Use of Managed Guidance in Approach and NAV Database Validation................................................................ A
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USE OF MANAGED GUIDANCE IN APPROACH AND NAV DATABASE VALIDATION

Ident.: FCB-FCB23-00013124.0001001 / 09 OCT 12
Applicable to: ALL
1. BACKGROUND
The purpose of this FCOM Bulletin is to highlight SOP recommendations on the use of managed
guidance in approach.
The current body of published Instrument Approach Procedures (lAP) includes "old style"
procedures, based on conventional radio NAVAIDs which cannot always be coded in the
navigation database, in a suitable manner for satisfactory FMGS guidance in approach.
Note:
RNAV procedures are usually designed and coded for optimum FMGS guidance in
FINAL APP mode.
For conventional NPA using FMS managed lateral and vertical guidance, if the navigation
database has been obtained from approved suppliers compliant with the requirements of
ED76/DO200A, the validation of the approach coded in the database can be deferred to the flight
crew, checking the FM F-PLN (on MCDU and ND) against the published approach chart.
Note:
Conventional radio NAVAIDs must be available and monitored during the approach, and
must be considered as the primary means of navigation.
For RNAV approaches using FMS managed lateral guidance only, based on the provisions
of AMC 20 XZ (draft), if the navigation database has been obtained from approved suppliers
compliant with the requirements of ED76/DO0200A, the validation of the approach lateral flight
path coded in the navigation database can be deferred to the flight crew, checking the FM F-PLN
(on MCDU and ND) against the published approach chart.
Note:
When flying an RNAV approach using NAV mode associated with selected vertical
guidance (FPA, V/S), the distance to the runway or the MAP versus altitude is the
primary means of vertical navigtation, the vertical deviation on the PFD may be
unreliable.
For RNAV approaches using FMS managed lateral and vertical guidance, the vertical flight path
coded in the navigation database must be validated by the operator.
Validation of the navigation database should ensure that the lAP is of an eligible type, and is
correctly coded so that the aircraft in FINAL APP mode will fly a constant flight path angle from the
FAF to the runway with the required obstacle margins.
Different methods or processes can be used to validate the lAP that is coded in the navigation
database.
One method is to fly each approach in a simulator (or equivalent device), or with the aircraft when
weather conditions are good. An lAP that is regularly and correctly flown in FINAL APP mode can
be considered as validated.
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Another method is to use a dedicated software to read the navigation database diskette. The
listing or display of the coded lAP is then assessed by comparing it with the approach chart. The
airline should keep an up-to-date record of the lAPs that are approved for the use of FINAL APP
mode.
2. IAP AND CODING REQUIREMENTS
A number of FMGC coding guidance requirements have been identified, and must be considered,
when performing navigation database validation for the use of managed guidance in approach. As
an example, the following drawings show the coding of an VOR DME lAP (with the MAP before the
runway), and the associated MCDU display. Refer to drawings below.
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The final approach consists of a sequence of at least two waypoints. However, it more often
consists of 3, or 4, waypoints.
In the above example, the 3 waypoints are the FACF, the FAF, and the MAP. Sometimes, the
MAP is located at, or after, the runway threshold. We will see that it is important for the crew to
identify the MAP position. Sometimes, a Step Down Fix (SDF) is added on the approach final
descent, between the FAF and the MAP.
The SDF is not necessarily identical to the waypoints published on the approach chart. The
identification of the waypoints shown on the MCDU often differs from the identification shown on
the approach chart.
THE LATERAL F-PLN CODING REQUIREMENTS
The FACF and the FAF must be aligned with the approach course.
If the FACF and the FAF are collocated, the course change at the FAF should be small. A sharp
turn would prevent the aircraft from overflying the FAF, and the final descent would start before
the FAF, without the aircraft being established on the final approach course.
For aircraft equipped with Honeywell FMS, approach procedures, including a Pl-CF Leg
(PROC T displayed between 2 approach waypoints on the MCDU F-PLN page), are not
permitted with AP or FD managed guidance.
These approaches must be flown in selected guidance, using published approach chart and
NAVAID raw data.
THE VERTICAL F-PLN CODING REQUIREMENTS
An altitude constraint must be coded at each approach waypoint.
Any waypoint of the approach should not be common to a STAR or a VIA waypoint with different
altitude constraints. Combining altitude constraint may lead to erroneous vertical flight path
guidance.
An AT or ABOVE constraint can be used for an SDF.
When the MAP is located at, or before, the runway threshold, an FPA ( 0 ) must be
coded at the MAP. or at the runway threshold (RW). This FPA will appear on the MCDU,
between the MAP and the FAF, or any previous SDF in the final approach.
When the MAP is located after the runway threshold, an FPA = 0 must be coded at the
MAP.
For these "old style lAP", with the MAP after the runway threshold, and depending on the
position of the approach axis relative to the runway, FMGC guidance may start the final
approach descent slightly before the FAF. In most cases, the crossing altitude difference at the
FAF is not significant (less than 50 ft). But, sometimes, this difference may be higher. Therefore,
as it is not acceptable for the use of FINAL APP mode, we recommend validating the lAP with a
MAP after the runway threshold, either in a simulator (or equivalent device), or with the aircraft
in good weather conditions.
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An FPA ( 0 ) must be coded for each SDF that is on the final approach descent. The
MAP of an RNAV lAP must be located at the runway threshold.
Additional vertical requirements for RNAV approaches (applicable to FMS Honeywell and
not applicable to FMS Honeywell R1A)
The MAP of RNAV approaches must be located at the runway threshold.
Whenever the FMGC identifies an lAP labelled RNAV, it constructs the vertical flight profile
assuming that there is an altitude constraint at the MAP equals to the runway threshold plus
50 ft. If the MAP is located significantly before the runway threshold, the FMGC computes an
incorrect vertical flight path, and will display a wrong vertical deviation indication (VDEV) on the
PFD.
Consequently, the MAP crossing altitude on the F-PLN page will be incorrect compared to the
published value.
As a result, an RNAV lAP with a MAP located before the runway threshold must not be
validated to be flown with the full FMS managed mode FINAL APP.
Note:
The approaches labelled "GPS" are not affected and can be flown in FINAL APP
mode.
3. FLIGHT CREW PROCEDURES

The SOP (Refer to PRO-NOR-SOP-19) for Non Precision and RNAV approaches are applicable.
The following recommendations are provided to highlight specific vertical navigation aspects, when
FINAL APP mode is used.
As applicable, the crew should first check that the Airline has approved the approach for FINAL
APP mode use.
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3.1 APPROACH F-PLN VERIFICATION

Before starting the approach, the crew must check the FMS F-PLN (on the MCDU, and on the
ND in PLAN mode with the CSTR displayed), starting from the beginning of the STAR down to
the runway and the missed approach procedure, and verify the profile against the published lAP
chart.
For the final approach procedure, the crew should check the:
Approach course,
Waypoints and associated altitude constraints,
lAP must not include a Procedure Turn (PROC T indicated on the MCDU),
Distance from the FAF to RW, or FAF to MAP,
Approach angle (shown on the MCDU line above the related waypoints):
If MAP. after the runway threshold: FPA = 0 at MAP
If MAP before or at runway threshold: FPA 0 at MAP
For each Step Down Fix, an FPA 0 must be defined
lAP does not include a PI-CF leg (PROC displayed on the MCDU)
MAP of an RNAV lAP must be located at the runway threshold.
Note:
The MAP of a GPS lAP can be located before the runway threshold.
Altitude at the MAP, or at the runway threshold:

If the crossing altitude at MAP is not shown on the approach chart, crosscheck consistency
with the distance to the runway and the approach angle.
3.2 LIMITATIONS TO APPROACH F-PLN MODIFICATIONS
When performing an lAP, using NAV and FINAL APP modes, the active F-PLN, extracted from
the navigation database, can be modified, provided the following limitations are observed:
1. F-PLN modifications:
No lateral modification of the F-PLN from FACF (inclusive) to RW or to MAP.
A modification is permitted before FACF, provided the resulting change in the flight path
course is not so large that it prevents the aircraft from being laterally-stabilized on the final
approach course before reaching the FAF.
No altitude constraint modification from FACF to MAP. Even in case of a very low OAT,
no altitude correction can be entered in this way. This may require that a minimum OAT
be defined, so that the vertical flight path will clear obstacles with the required margin.
This minimum OAT should be given to the crew, when appropriate. In the future, for RNAV
approaches, the minimum OAT will be published on the approach chart itself.
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When the FAF is the TO waypoint, the FROM waypoint must not be cleared in an attempt
to perform a DIR TO/INTERCEPT.
To benefit from managed speed, and have a correct location of the DECEL point, it is
recommended to enter VAPP as a SPD CSTR at FAF.
2. DIR TO...
DIR TO FACF is permitted, provided the resulting change in flight path course at FACF is
not so large that it prevents the aircraft from being laterally-stabilized on the final approach
course before reaching the FAF.
DIR TO FAF is permitted, provided the resulting change in flight path course at FAF is
small.
For aircraft with FMS 2: DIR TO/INTERCEPT TO FAF is permitted, provided the RADIAL
IN corresponding to the final approach course (approach course + 180 ) is selected,
and that the interception angle is not so large that it prevents the aircraft from being
laterally-stabilized on the final approach course at the FAF.
3. Lateral F-PLN interception in HDG/TRK:
F-PLN must be intercepted before the FACF, and the interception angle should not be so
large that it prevents the aircraft from being laterally-stabilized on the final approach course
before reaching the FAF, or
Before FAF, at the latest, provided the interception angle is small.
CAUTION
Before arming NAV, check that the correct "TO" waypoint is displayed
on the ND.
The intercept path in HDG/TRK must not cause premature sequencing
of the FAF. The FAF should be sequenced in NAV mode, when
established on the final approach course.
4. Vertical F-PLN interception:

The crew should manage the descent, so that the vertical F-PLN is intercepted before the
FAF, at the latest.
3.3 APPROACH MONITORING
Except for RNAV lAP, approach NAVAIDs should be tuned and the associated raw data should
be displayed and actively-monitored. This active monitoring should include vertical navigation,
using altimeter readings versus DME distances or the equivalent.
For RNAV lAP, vertical navigation can be monitored by using the distance to the RW, or to the
MAP displayed on the ND, and the altimeter reading.
After passing the FAF, when stabilized on the final descent, the crew should check that the
X-TRK and VDEV are correct, and that the FPV is consistent with the approach angle.
When APPR is selected on the FCU, the crew must verify the:
Correct FMA display (APP NAV green, FINAL blue),
Correct TO waypoint on the ND,
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Blue descent arrow at FAF and the correct F-PLN,

Correct Vertical Flight Path deviation indication.
When passing the FAF, the crew must verify:
Correct altitude indication,
Correct FMA display (FINAL APP green),
Correct TO waypoint on the ND,
Correct blue track on the ND, armed for Missed Approach,
That the aircraft starts the descent and follows the correct lateral and vertical flight path.
If HIGH ACCUR is lost during the approach, but active radio NAVAID monitoring confirms
correct navigation, the approach can be continued in FINAL APP mode. Otherwise, the crew
should revert to TRK/FPA mode to fly the aircraft with NAVAIDs raw data.
The lAP must be discontinued, when one of the following warnings occurs:
GPS PRIMARY LOST, if GPS accuracy is required,
NAV ACCUR DOWNGRAD, during an RNAV approach,
FM/GPS POS DISAGREE, if GPS is installed and is not deselected, and if no NAVAID raw
data is available to revert to selected modes
FM 1/FM 2 POS DIFF, unless NAVAID raw data is available to revert to selected modes.
3.4 CREW REPORTING
The crew must report any lateral or vertical NAV guidance anomaly to their Flight Operations.
The report must be fully-documented to enable further investigation and corrective actions:
It should, therefore, include the following information:
Approach designation and airport,
Aircraft type, MSN, GW, wind/temperature,
Navigation database cycle,
Pilot selections, FMA, ND, MCDU displays,
Description of anomaly, flight path,
DFDR/QAR reading.
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AIRCRAFT HANDLING IN FINAL
APPROACH

AIRCRAFT HANDLING IN FINAL APPROACH
A320
FLIGHT CREW
OPERATING MANUAL
Aircraft Handling in Final Approach........................................................................................................................ A
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Ident.: FCB-FCB24-00013125.0001001 / 29 MAY 13
Applicable to: ALL
REASON FOR ISSUE

During the approach, with the A/THR active, Airbus recommended to set the thrust levers above
the CL detent (but below the MCT detent), in exceptional circumstances, if the speed significantly
dropped below VAPP. However this procedure is not trained and proved to have more drawbacks
than advantages. Therefore, Airbus no longer recommends to use this procedure. The procedure
is deleted from the operational documentation.
If the A/THR performance is not satisfactory, the flight crew should take over, and control the
thrust manually.
GENERAL
The purpose of this FCOM Bulletin is to highlight certain aspects of aircraft handling during final
approach, and to illustrate that the feedback received from in-service experience merits further
attention.
Although approach in turbulence is part of this discussion, windshear in approach is not addressed
here. For more details on the subjects of "Windshear in Approach" and "Operations in Windshear
or Downburst Conditions", Refer to PRO-SUP-91-20.
APPROACH STABILIZATION CRITERIA
The prerequisite for a successful final approach and landing is to stabilize the aircraft on the final
approach trajectory in pitch, thrust, airspeed, and bank angle.
This signifies that the:
Aircraft is established on the:
Final approach trajectory, and only minor heading corrections are necessary (except for
indirect or curve approaches) to correct the effect of external conditions, acting on the roll axis
Final approach vertical flight path, and only minor pitch corrections are necessary to correct
the effect of external conditions;
The target speed is maintained on the desired descent path, with the appropriate thrust (not
stabilized at idle).
Airbus policy requires that stabilized conditions be reached at 1 000 ft Height Above Threshold in
IMC, and 500 ft feet in VMC, and that they be kept down to the flare height.
In turbulent conditions, there may be heading, pitch, and thrust corrections of such a magnitude
that it could be difficult to determine when to consider the approach stabilization criteria as being
lost. Thrust corrections, in particular with the A/THR ON, could lead engines to temporarily reduce
thrust to idle, which may not be desirable close to the ground, if the aircraft level of energy is low.
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The PNF callout for excessive deviation is certainly an indication for the PF to decide/determine if
the approach becomes destabilized. However, the answer to this question is generally a matter of
pilot judgement. The pilot must assess whether or not it is possible to return to nominal conditions
early enough: That is, at the latest before flare initiation. If the pilot judges that it will not be
possible to start the flare at the correct height with the correct attitude, sink rate, and thrust, or if
the pilot starts to feel "out of the loop", then it is time to perform a go-around.
PNF CALLOUT
In approach, the PNF is expected to monitor the PFD and to make a callout, when some
parameters are exceeded.
The Airbus FCOM Standard Operating Procedures (Refer to PRO-SUP-91-20 and Refer to
PRO-NOR-SOP-18) state that a callout should be made, if:
Speed becomes lower than the speed target -5 kt, or greater than the speed target +10 kt
Pitch attitude becomes lower than 2.5 nose down, or greater than 10 nose up
Bank angle becomes greater than 7
Descent rate becomes greater than 1 000 ft/min
Excessive LOC or GLIDE deviation occurs (Refer to PRO-NOR-SOP-90 Flight Parameters in
Approach).
The suitable PF response would be to immediately take appropriate actions to control the
exceeded parameter and evaluate whether stabilized conditions will be recovered early enough.
Otherwise, a go-around must be initiated. The PF should acknowledge the PNF callout so that
crew coordination remains effective.
AIRCRAFT HANDLING ON THE LONGITUDINAL AXIS
The pilot's objective, with respect to the longitudinal axis, is to control the airspeed and the vertical
flight path. For thrust and speed control, it is recommended to use FMGS managed speed, in
order to benefit from the minimum GS function.
The A/THR is, in particular, best suited to tracking a moving target speed, when flying in managed
speed mode. Statistically, the A/THR provides the best protection against airspeed excursions and
its use is, therefore, recommended even in turbulent conditions, unless thrust variations become
excessive.
A/THR response to airspeed variations is the result of a design compromise between performance
and comfort, and it is optimized when the AP is engaged. Therefore, in turbulent conditions and
when flying manually, the pilot may sometimes find it to be too slow or lagging.
If conditions are such that a large speed decrease with engines at idle is anticipated, then the PF
may take over thrust manually to recover the speed target and continue the approach in manual
thrust.
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It is not recommended to use the speedbrakes in the final approach. In final approach, the drag
with the Landing Gear down is normally sufficient to cope with all kinds of situations, including a
tailwind landing.
The pilot's objective, with respect to vertical navigation, is to maintain a constant flight path
angle down to the runway threshold, using the vertical deviation indication of an ILS, the FMGS
VDEV indication, the indication of an external lighting system, or visual cues. However, when
approaching flare height, the pilot's primary objective will progressively shift from vertical flight path
control to safe pitch attitude and vertical speed, to start the flare in good conditions. The PF will
primarily control the attitude and the vertical speed to perform a safe flare.
If the vertical speed is too high, prior to starting the flare, the vertical deceleration that can be
achieved during flare may be insufficient to avoid a hard landing. The aircraft may touch down with
an excessive residual vertical speed and pitch rate, which may lead to bouncing and exposure to
tailstrike.
The pilot should also consider that the flare height might vary slightly from one aircraft type
to another, depending on aircraft inertia. In the event of turbulence and wind gradient, pitch
monitoring is of primary importance when close to the ground. The pilot should react promptly
to any uncommanded pitch down tendency, to avoid ducking under, with a risk of premature
touchdown.
If vertical speed and pitch attitude become the primary objectives, the touchdown point might
occur slightly further ahead on the runway, thereby reducing the available stopping distance. In the
large majority of landings, and based on the pilot's judgement, this effect should be acceptable.
However, in case of doubt, it is always best to perform a go-around.
AIRCRAFT HANDLING ON THE LATERAL AXIS
Generally speaking, lateral handling of fly-by-wire aircraft is conventional. But, in very gusty
conditions, it is necessary to recall the principle of the flight control law in roll. With the sidestick,
the pilot can order a roll rate up to a maximum of 15 /s. However, the aerodynamic capacity of the
roll surfaces, when fully deflected, is much higher: That is, up to about 40 /s. This means that, if
the aircraft is flying through turbulence that produces a roll rate of 25 /s to the right, the aircraft
still has the capacity to roll to the left at a rate of 15 /s, with full sidestick command. This is more
than what is necessary in the worst conditions.
The sidestick's ergonomical design is such that the stop at full deflection is easily reached. This
may give the pilot the impression that the aircraft is limited in roll authority, because there is a time
delay before the pilot feels the result of his/her action. On conventional aircraft, due to the control
wheel inertia, the pilot needs considerably more time to reach the flight control stop.
The flight control system of Airbus fly-by-wire aircraft partially counteracts roll movements induced
by the effect of gust, even with the sidestick in the neutral position. The PF must ensure that the
overall corrective orders maintain the desired aircraft lateral axis. He/she will minimize lateral
inputs and will resist applying sidestick order from one stop to the other.
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Every sidestick input is a roll rate demand, superimposed on the roll corrections already initiated
by the fly-by-wire system. The pilot should only apply "Ionger-term" corrections as needed.
Before flare height, heading corrections should only be made with roll. As small bank angles are
possible and acceptable close to the ground, only small heading changes can be envisaged.
Otherwise, a go-around should be initiated.
Use of rudder, combined with roll inputs, should be avoided, since this may significantly increase
the pilot's lateral handling tasks. Rudder use should be limited to the "de-crab" maneuver in case
of crosswind, while maintaining the wings level, with the sidestick in the roll axis. (Refer to the
FCOM's SOP, for Crosswind Landing Techniques).
SUMMARY
In summary, the following are the main points addressed by this Bulletin:
Strictly observe the approach stabilization criteria to decide whether to land, or to perform a
go-around
Promptly react to any pitch down at low height, to avoid ducking under
Reach the flare height with the correct pitch attitude and sink rate
In turbulent conditions, it is recommended to use the A/THR, unless the PF is not satisfied by
the A/THR response
Refrain from excessive sidestick roll activity. Order "Ionger-term" roll corrections
Restrict rudder use to "de-crabbing" in crosswind.
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USE OF RUDDER ON TRANSPORT
CATEGORY AIRPLANES

USE OF RUDDER ON TRANSPORT CATEGORY AIRPLANES
A320
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Use of Rudder on Transport Category Airplanes....................................................................................................A
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Ident.: FCB-FCB25-00013126.0001001 / 22 MAY 12
Applicable to: ALL
REASON FOR ISSUE

On February 8th, 2002, the National Transportation Safety Board (NTSB), in cooperation with the
French "Bureau Enquetes Accidents (BEA)", issued recommendations that aircraft manufacturers
re-emphasize the structural certification requirements for the rudder and vertical stabilizer,
showing how some maneuvers can result in exceeding design limits and even lead to structural
failure.
The purpose of this FCOM Bulletin is to re-emphasize proper operational use of the rudder,
highlighting certification requirements and rudder control design characteristics.
YAW CONTROL
GENERAL
In flight, yaw control is provided by the rudder, and directional stability is provided by the vertical
stabilizer.
The rudder and vertical stabilizer are sized to meet the two following objectives:
Provide sufficient lateral control of the aircraft during crosswind takeoffs and landings, within
the published crosswind limits (Refer to LIM-12 Airport Operations)
Provide positive aircraft control under conditions of engine failure and maximum asymmetric
thrust, at any speed above VMCG (minimum control speed on ground).
The vertical stabilizer and the rudder must be capable of generating sufficient yawing moments
to maintain directional control of the aircraft.
The rudder deflection, necessary to achieve these yawing moments, and the resulting sideslip
angles can place significant aerodynamic loads on the rudder and on the vertical stabilizer.
Both vertical stabilizer and rudder are designed to sustain loads as prescribed in the JAR/FAR
25 certification requirements which define several lateral loading conditions (maneuver, gust
loads and asymmetrical loads due to engine failure) leading to a required level of structural
strength.
CERTIFICATION REQUIREMENTS
For certification in accordance with JAR/FAR 25.351, loads on the stabilizer and the rudder
are defined, considering yawing maneuvers as shown below, for a range of speeds from VMC
(minimum control speed) to VD/MD (maximum design speed), from sea level up to maximum
altitude, and over the full range of aircraft weights and Center of Gravity limits:
1. With the aircraft in unaccelerated and stabilized straight flight, the rudder pedal is suddenly
displaced to the maximum available deflection at the current aircraft speed.
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2. With the rudder deflected as shown above, the aircraft yaws to the resulting overswing
sideslip angle, and then stabilizes at a somewhat smaller steady-state slideslip angle.
3. With the airplane yawed to the steady-state (static) sideslip angle corresponding to the above
rudder deflection, the certification regulations assume that the rudder pedal is released to
neutral.
Note:
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Because the aircraft has natural yaw stability, returning the rudder to neutral will
also result in returning the sideslip angle to neutral.
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Certification yawing maneuver design
JAR/FAR 25 requires the above yawing maneuver to be analyzed over the full range of
specified conditions. The most severe loads imposed on the vertical stabilizer and rudder are
identified.
The same analysis is performed for lateral gusts, rolling maneuvers and asymmetrical engine
failure conditions. The most severe of all these cases and associated loads provides the design
basis for the vertical stabilizer and rudder.
The above loads define the limit loads according to JAR/FAR 25 requirements. These loads
correspond to the maximum loads that may be expected in service.
According to JAR/FAR 25 requirements, the ultimate loads are defined as the limit loads
multiplied by a prescribed safety factor of 1.5 unless otherwise specified.
The aircraft structure must be able to sustain limit loads without detrimental permanent
deformation and ultimate loads without failure for at least 3 s.
Higher loads could lead to structural failure.
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CAUTION
Sudden commanded full, or nearly full, opposite rudder movement against

a sideslip can generate loads that exceed the limit loads and possibly the
ultimate loads and can result in structural failure.
This is true even at speeds below the maximum design maneuvering speed,
VA.
Certification regulations do not consider the loads imposed on the structure

when there is a sudden full, or nearly full, rudder movement that is opposite
to the sideslip.
RUDDER CONTROL
The rudder surface is controlled by 3 actuators, commanded by a cable run from rudder pedals,
to which the flight control input (yaw damping and turn coordination functions coming from the
ELACs and the FACs) are added.
The rudder travel limiter, controlled by the FACs, is designed to progressively reduce the
available total rudder travel depending on aircraft speed.
This provides sufficient yaw control within the entire flight envelope, including engine failure and
maximum asymmetric thrust, limiting the lateral loads on the stabilizer and rudder so that they
remain within the certification limits.
Rudder travel is limited as a function of the aircraft speed, as shown below:
At low speeds, the rudder deflection required to maneuver the aircraft in yaw is large, and so
are the resulting pedal displacement and forces
At high speeds, the rudder authority is limited but the gearing between the pedals and the
rudder does not change. Therefore, less force will be required to achieve maximum available
rudder deflection.
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As speed increases, the rudder deflection required by any yaw maneuver (eg, engine
failure and maximum asymmetric thrust) decreases, and consequently, so do rudder pedal
displacement and associated forces.
Rudder pedal displacement is almost linearly proportional to rudder deflection.
Thus, to explain the two preceding graphs:

The rudder pedal displacement and the resulting pedal forces required to achieve a given
rudder deflection are independent from aircraft speed
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To start moving the rudder pedals from the neutral position, a minimum force of 9 daN must
be applied ("breakout force")
At low speeds, i.e. up to approximately 150 kt, maximum available rudder deflection (25 for
the A320/A321 and 30 for the A318/A319) is obtained by moving the rudder pedals to their
maximum travel which represents a 30 daN force applied on the pedals
At higher speeds, for example at 350 kt, the maximum available rudder deflection is reduced
to approximately 4 . It is consequently obtained with less rudder pedal displacement which
represents approximately a 13 daN force applied on the pedals (approximately 40 % of the
maximum force to reach full pedal travel).
OPERATIONAL RECOMMENDATIONS
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following
recommendations must be observed.
1. The Rudder is Designed to Control the Aircraft, in the Following Circumstances
1.1 In Normal Operations, for Lateral Control:
During the takeoff roll, when on ground, especially in crosswind conditions
During landing flare with crosswind, for decrab purposes
During the landing roll, when on ground.
In these circumstances, large and even rapid rudder inputs may be necessary to maintain
control of the aircraft.
Rudder corrections should always be applied as necessary to obtain the appropriate
aircraft response.
On Airbus aircraft, the rudder control system includes a turn coordination function to
achieve acceptable turn coordination.
1.2 To Counteract Thrust Asymmetry
Full rudder authority can be used to compensate for the yawing moment of asymmetric
thrust.
Note:
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At high speed (i.e. slats retracted), thrust asymmetry (eg. due to an engine
failure) has relatively small effect on yaw control of the aircraft.
The amount of rudder required to counter an engine failure and center the
sideslip is small.
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1.3 In Some Other Abnormal Situations

The rudder may also be used in such abnormal situations as:
Loss of both yaw damper systems. The rudder may be used as deemed necessary, for
turn coordination to prevent excessive sideslip
Rudder trim runaway. The rudder may be used to return the rudder to neutral
Landing with abnormal landing gear position. The rudder can be used for directional
control on ground.
In all of the above mentioned normal or abnormal circumstances, proper rudder maneuvers
will not affect the aircraft's structural integrity.
Note:
In the event of a rudder travel limit system failure, refer to the relevant RUDDER
TRAVEL LIMIT FAULT procedure.
2. The Rudder Should Not be Used

To induce roll, or
To counter roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite
rudder pedal inputs must not be applied. Such inputs can lead to loads higher than the
limit, and can result in structural damage or failure.
The rudder travel limiter system is not designed to prevent structural damage or failure
in the event of such rudder system inputs.
Note:
Rudder pedal reversals must never be incorporated into airline policy, including
so-called" aircraft defensive maneuvers" to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action and natural aircraft damping are
sufficient to adequately dampen dutch roll oscillations. The rudder should not be used to
complement the yaw damper.
Note:
Even if both yaw damper systems are lost, the rudder should not be used to
dampen the dutch roll. Refer to the YAW DAMPER FAULT procedure.
3. Special Cases
Recovery techniques from upset situations
Proper use of the rudder, particularly during maneuvers intended to address upset recovery,
are emphasized in the Airbus Training Program, supported by the industry-produced 1998
"UPSET RECOVERY TRAINING AID".
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AUTOMATIC LANDING PERFORMANCE

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Automatic Landing Performance............................................................................................................................. A
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Ident.: FCB-FCB27-00013128.0001001 / 02 MAR 11
Applicable to: ALL
REASON FOR ISSUE

Abnormal automatic landing behaviors are periodically reported on some airports/runways with
specific terrain profile before runway threshold, or specific runway profile.
AUTOMATIC LANDING FLARE MODE
All Airbus aircraft use similar FLARE modes for automatic landing. The FLARE mode is initiated
at a given radio altitude (RA), which can be either advanced or delayed in function of the Rate Of
Descent (ROD) - measured as a rate of change of RA with time.
Once the FLARE mode is engaged, the flare is commenced by an open-loop elevator input
(pre-command), which is adapted to the aircraft GW, CG and GS. The flare is then continued with
a closed-loop signal to satisfy ROD and RA targets function of the horizontal distance (or time).
The pitch demand given by the flare pre-command is modified by pitch demands in order to reduce
the differences between the actual and the desired RA and ROD. The intent is to reduce both
the ROD and the RA as a function of distance or time so that the aircraft touches down with a
reasonable ROD in a reasonable distance (or time - typically 7 to 9 s).
This is effectively what a pilot does during manual flare. As the ground approaches, pitch-up
input is introduced to reduce the ROD; the importance of the input varies according to the pilot's
perception of the rate at which the ground is approaching.
AUTOMATIC LANDING CERTIFICATION REQUIREMENTS
The automatic landing certification regulations are complex and impose many requirements on
the system. Among performance requirements are limits on touch down vertical speed and touch
down distance from runway threshold.
These limits are expressed in term of probability to exceed ultimate values; for touch down vertical
speed and distance these limits are:
The probability to exceed a touch down vertical speed of 10 ft/s must be less than one per
-6
million (10 ),
The probability to touch down at a distance less than 60 m from the runway threshold or more
-6
than 900 m must be less than one per million (10 ).
There are similar requirements for the touch down lateral distance from the runway centerline, for
the bank angle at touch down and lateral deviation during rollout.
To demonstrate statistically compliance with these requirements, the aircraft manufacturers use a
combination of flight tests and simulation tools and must cover the full range of GW, CG and winds
in a range of pressure altitude up to the maximum certified altitude for automatic landing (Refer to
the AFM).
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The automatic landing system performance has been demonstrated during certification with CAT
II/III ILS beams with a G/S from 2.5 to 3.15 .
There is no certification requirement to prove that the automatic landing system will perform as
expected at all conceivable airports.
Certification flight tests are performed on a limited number of airports equipped with a CAT II or
CAT III ILS. However, the simulation tests must include specific unusual terrain profile before
runway threshold and specific runway slope:
Runway slope of 0.8 % .
20 ft step before runway threshold
Rising terrain slope of 12.5 followed by 60 m horizontal surface just before runway threshold.
Airbus aircraft meet all these certification requirements.
In addition, Airbus has assessed in simulation the effect of terrain/runway profiles of specific
airports known to be somehow problematic ("special terrain/runway profile").
The appendix 8 of FAA AC 120-280 related to irregular terrain assessment as part of the CAT
III operational evaluation gives the following background: "FAA type design approval of flight
guidance systems provides for generic performance evaluation of autoland capability through
simulation with reference terrain conditions, and flight testing at a few particular locations. This is
to verify suitability of the design analysis. When an aircraft is type certificated for use of a flight
guidance system, it is not the intent, nor is it practical that each model of aircraft be tested at
each conceivable locations that it could potentially be used in operations ... While type design
certification addresses generic system performance, specific operational review and approval of
particular aircraft type/site autoland performance is necessary when minima are predicated on
the use of autoland. This is especially important at airports with irregular pre-threshold terrain
(e.g., cliffs, valleys, sea walls) in the area of final approach within approximately 1 500 ft of runway
threshold."
AUTOMATIC LANDING DISTANCE
The automatic landing distance calculation uses a realistic airborne distance obtained from flight
tests demonstrations - statistically determined as the mean touch down distance from runway
threshold plus 3 times the standard variation of this distance -, which is then added to a ground
distance calculated with maximum braking starting at the mean touchdown speed plus 3 times the
standard variation of this speed. The combined airborne and ground distances are then multiplied
by 1.15 to give the automatic landing distance. Refer to QRH Autoland.
The required landing distance cannot be less than the manual landing distance multiplied by 1.67
(or 1.67 x 1.15 on wet runway) or the automatic landing distance, whichever is the highest.
The airborne mean distance and its statistical variation is determined using data collected for
the certification process. A special runway profile (for example hill top double slope) may lead to
increase airborne distances.
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EFFECT OF TERRAIN/RUNWAY PROFILE

A higher ROD in the last part of the approach (due to terrain profile before runway threshold) will
cause the flare mode to engage earlier than usual.
A rising slope before the runway can cause the flare to engage higher, and the aircraft may
temporarily float above the runway surface before the pitch is reduced to resume a gentle descent
down to the runway leading to a long flare. If, in addition, the runway has a negative slope, the
descent will be further prolonged. However, the system will always try to re-establish the aircraft
on the flare profile.
In general, runways sloping up are prone to produce firm landings whereas runways sloping down
will tend to produce long flares.
Double runway slope with hill top located in the touch down zone may significantly affect the
statistical distribution of the touch down point, increasing sometimes the airborne distance.
A flare is a dynamic maneuver, and flares are never exactly the same. To satisfy certification
requirements, the RA signal is filtered to avoid irregular variations, and the aircraft reaction in
pitch is limited in order to prevent over-reactions in the event of erroneous signal variations. The
consequence of these requirements is a more sluggish response to variations in RA signal, which
restricts the ability to cope with large variations in terrain/runway profile.
OPERATIONAL DEMONSTRATION
For the purpose of CAT II/III operational demonstration, the airline has to perform a number of
automatic landings in good weather conditions on different runways, usually at their home base
and main destinations.
To determine if an airport/runway is eligible for CAT II/III operations, the Appendix 1 of JAR OPS
1.440 (h) requires that:
1. "Each aeroplane type/on-board equipment/runway combination must be verified by the
completion of at least one approach and landing in Category II or better weather conditions,
prior to commencing Category III operations.
2. For runways with irregular pre-threshold terrain or other foreseeable or known deficiencies,
each aeroplane type/on-board equipment/runway combination must be verified by operations in
Category I or better weather conditions, prior to commencing Category II or III operations".
The appendix 8 of FAA AC 120-280 says: "At typical airports runways that are not considered to
be "special terrain", the review and approval process usually consists of verifying the operator's
report or performance for a small number of "Iine landings" using the flight guidance system in
weather conditions better than those requiring use of CAT II or lower minima".
Before deciding that an airport/runway is suitable for automatic landing, the operator must seek
information on the local characteristics of the runway and verify that the airport is not listed as
"special terrain" for CAT II/III operations (e.g., those listed for example in the CAT II/III Status on
the FAA web site).
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For airports/runways that exhibit special characteristics (pre-threshold terrain, runway profile
or a combination of both), a specific operational evaluation is generally necessary. This initial
evaluation should consist in 4 to 6 automatic landings in typical wind conditions and representative
LW to be performed by a CAT III qualified and experienced pilot (Airline technical pilot, senior
training pilot, .... ).
DFDR data need to be analyzed to verify that the automatic landing system performed adequately.
Airbus may support the operator for this data analysis. This initial evaluation should be then
complemented by the monitoring of typically 25 automatic landings in line operation.
This evaluation program should be done with the agreement of the operational authorities using for
example the guidelines from FAA AC 120-280 Appendix 8.
AUTOMATIC LANDING IN CAT I OR BETTER WEATHER CONDITIONS
Automatic landings need sometimes to be performed in CAT I or better weather conditions for
flight crew training purpose or for operational evaluation/demonstration.
Although the automatic landing system performance has been demonstrated during certification
with CAT II/III ILS beams, automatic landing is possible on a CAT I ILS, or on a CAT II/III ILS when
the ILS protection is not activated (Low Visibility Procedure not enforced), provided:
The operator has checked that the ILS beam quality and the effect of the terrain profile before
the runway have no adverse effect on autopilot guidance. For that, the operator should seek
information on terrain discontinuities before runway threshold and runway slope. Information
from other operators with the same aircraft type and airport authorities can also be used.
The flight crew is aware that LOC or G/S beam fluctuations independent of the aircraft
system may occur, and the PF is prepared to immediately disconnect the AP and to take the
appropriate action, should unsatisfactory guidance occur.
AUTOMATIC ROLLOUT ON CAT II RUNWAYS
For CAT II operations there is no requirement on LOC beam quality for the rollout segment.
Automatic rollout in CAT II operations on a runway that is not CAT III qualified remains under the
crew responsibility.
As LOC beam fluctuations independent of the aircraft system may occur, the PF should be
prepared to take over directional control if the AP disconnects during rollout, or to immediately
disconnect the AP if unsatisfactory rollout guidance occurs.
AUTOMATIC LANDING ABOVE MLW
For some Airbus models, the FCOM OVERWEIGHT LANDING procedure may indicate that
automatic landing is certified up to the MLW but that flight tests have been performed successfully
up to a higher LW. The FCOM states that in case of emergency, and under crew responsibility, an
automatic landing may be performed up to this higher LW, provided the runway is approved for
automatic landing.
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This means that Airbus has performed a number of automatic landings up to this higher LW for
average conditions in term of CG, wind, and runway characteristics. The full range of conditions
required by the certification requirements have not been assessed for LW higher than the MLW.
However, the tests performed are sufficient to indicate that the possibility of an automatic landing
is an option that the flight crew can consider in its decision making resulting from an emergency in
particular operational situation.
AUTOMATIC LANDING WITH OUT-OF-DATE ADIRS MAG VAR TABLE
Some Airbus SA and LR aircraft continue to fly a number of years with ADIRS part numbers fitted
with out-of-date magnetic variation tables. If the ADIRS magnetic variation differs by more than 2
or 3 (depending of aircraft type) compared to the airport current magnetic variation, the lateral
performance of the automatic landing and rollout is significantly affected, which prevents from
using the automatic landing system on these airports. Airbus publishes in the FCOM for each year,
the list of airports where automatic landing is no more authorized with these ADIRS part numbers.
AIRPORTS/RUNWAYS WITH "SPECIAL TERRAIN/RUNWAY PROFILE"
The consequences of irregular terrain or runway profile on the automatic landing system
performance can be quite variable.
For example, the automatic landing RW 03 R in Johannesburg (JNB) had to be suspended for the
Airbus SA until certification of a new standard of FMCG (refer to FCOM Limitation).
Another example is RW 32 in Leeds (LBA) also with Airbus SA where the consequence of the
runway profile is only a possibility of long flare. In this case an increase of the automatic landing
distance of 300 m is sufficient to address the runway specificity.
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PERFORMANCE
PERFORMANCE
PRELIMINARY PAGES
A320
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TABLE OF CONTENTS
PER-LOD Loading
PER-OPD Operating Data
PER-THR Thrust Ratings
PER-TOF Takeoff
PER-FPL Flight Planning
PER-CLB Climb
PER-CRZ Cruise
PER-HLD Holding
PER-DES Descent
PER-GOA Go Around
PER-LDG Landing
PER-OEI One Engine Inoperative
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PERFORMANCE
PRELIMINARY PAGES
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TABLE OF CONTENTS
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PERFORMANCE
PRELIMINARY PAGES
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Localization

DU Title
DU identification
DU date
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PERFORMANCE
PRELIMINARY PAGES
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PERFORMANCE
LOADING
PERFORMANCE
LOADING
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PER-LOD-GEN GENERAL
DEFINITIONS...........................................................................................................................................................A
PER-LOD-CGO CARGO LOADING
GENERAL................................................................................................................................................................ A
DESCRIPTION.........................................................................................................................................................B
RESTRAINT SYSTEM.............................................................................................................................................C
CARGO LOADING SYSTEM (If installed).............................................................................................................. D
CARGO CAPACITY.................................................................................................................................................E
CARGO DOOR OPERATION..................................................................................................................................F
LOCATION OF SERVICE PANELS........................................................................................................................G
PER-LOD-FUL FUEL
GENERAL INFORMATION......................................................................................................................................A
REFUELING.............................................................................................................................................................B
GROUND FUEL TRANSFER..................................................................................................................................C
DEFUELING.............................................................................................................................................................D
OVERWING GRAVITY REFUELING...................................................................................................................... E
REFUELING WITH ONE ENGINE RUNNING........................................................................................................ F
APU START/SHUTDOWN DURING REFUELING/DEFUELING............................................................................G
USE OF MANUAL MAGNETIC INDICATORS (MMI)............................................................................................. H
PER-LOD-WBA WEIGHT AND BALANCE

PER-LOD-WBA-LTS LOAD AND TRIM SHEET
GENERAL................................................................................................................................................................ A
DATA........................................................................................................................................................................B
DESCRIPTION.........................................................................................................................................................C
LOAD AND TRIM SHEET.......................................................................................................................................D
PER-LOD-WBA-FIT FUEL INDEX TABLES

PER-LOD-WBA-FIT-10 FUEL INDEX TABLE
GENERAL................................................................................................................................................................ A
FUEL INDEX TABLE FOR INNER TANK...............................................................................................................B
FUEL INDEX TABLE FOR OUTER TANK............................................................................................................. C
FUEL INDEX TABLE FOR CENTER TANK........................................................................................................... D
CTV A320 FLEET

FCOM
PER-LOD-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
LOADING
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-LOD-GEN-00001661.0001001 / 09 DEC 09
Applicable to: ALL
MANUFACTURERS EMPTY WEIGHT (MEW)

The weight of the structure, power plant, furnishings, systems and other items of equipment that
are considered as integral part of the aircraft. It is essentially a dry weight, including only those
fluids contained in closed systems (e.g. hydraulic fluid).
OPERATIONAL EMPTY WEIGHT (OEW)
The manufacturers weight empty plus the operators items i.e. the flight and cabin crew and their
baggage, unusable fuel, engine oil, emergency equipment, toilet chemicals and fluids, galley
structure, catering equipment, seats, documents etc.
DRY OPERATING WEIGHT (DOW)
The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and
traffic load.
Operational Empty Weight plus items specific to the type of flight i.e. catering, newspapers, pantry
equipment etc.
TAKEOFF FUEL
The weight of the fuel onboard at takeoff.
OPERATING WEIGHT
The weight obtained by addition of the operational empty weight and the takeoff fuel.
TOTAL TRAFFIC LOAD
The weight of the payload including cargo loads, passengers and passengers bags.
ZERO FUEL WEIGHT (ZFW)
The weight obtained by addition of the total traffic load and the dry operating weight.
TAKEOFF WEIGHT (TOW)
The weight at takeoff. It is equal to the addition of the zero fuel weight and takeoff fuel.
TRIP FUEL
The weight of the fuel necessary to cover the normal leg without reserves.
LANDING WEIGHT
The weight at landing. It is equal to takeoff weight minus trip fuel.
CTV A320 FLEET
FCOM
PER-LOD-GEN P 1/2
19 JUL 11
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-LOD-GEN P 2/2
19 JUL 11
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LOD-CGO-00001662.0002001 / 09 DEC 09
Applicable to: ALL
The aircraft has two lower deck cargo compartments :

Forward cargo compartment, compartment 1.
Aft cargo compartment, subdivided into compartments 3, 4 and 5.
The main access doors to forward and aft compartments are hydraulically operated.
A bulk cargo door gives additional access to the aft cargo compartment. It is manually operated.
DESCRIPTION
Applicable to: ALL
Each compartment is divided into sections, and is designed to be category D (for A320 and A319) or
category C (A321, A319 and A320 ) as defined by FAR.
A placard in each compartment indicates the maximum authorized gross weight.
The compartments have separate lighting.
RESTRAINT SYSTEM
Applicable to: ALL
Divider nets subdivide the compartments to allow them to be partially loaded and to retain the bulk.
Door nets which protect the doors from shifting cargo, must be used whenever the compartment
contain cargo.
CARGO LOADING SYSTEM (IF INSTALLED)
Applicable to: ALL
A semi-automatic cargo loading system, which may be installed in forward and aft compartments,
loads pallets and containers.
CTV A320 FLEET

FCOM
A to D
PER-LOD-CGO P 1/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
CARGO CAPACITY
Ident.: PER-LOD-CGO-00001666.0003001 / 08 MAR 11
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX,
PK-GLY
FULL BULK
The maximum load capacity for each cargo compartment is as follows :
Forward
Compartment 1
: 3 402 kg (7 500 lb)
Aft
Compartment 3
: 2 426 kg (5 349 lb)
Compartment 4
: 2 110 kg (4 652 lb)
Compartment 5
: 1 497 kg (3 300 lb)
CARGO CAPACITY
Ident.: PER-LOD-CGO-00001666.0025001 / 08 MAR 11
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI
OCCASIONAL BULK
When the occasional bulk configuration is used, the maximum load capacity for each cargo
compartment is as follows :
Forward
Compartment 1
: 2 100 kg (4 630 lb)
Aft
Compartment 3
: 1 556 kg (3 430 lb)
Compartment 4
: 1 338 kg (2 950 lb)
CARGO LOADING SYSTEM (CLS)
When the Cargo Loading System (CLS) is installed in the FWD and AFT cargo, the maximum load
of each compartment is as follows :
Forward
Compartment 1
: 3 402 kg (7 500 lb)
Aft
Compartment 3
: 2 268 kg (5 000 lb)
Compartment 4
: 2 268 kg (5 000 lb)
The following table lists the loading possibilities (including the Maximum Gross Weight per
container/pallet).
CTV A320 FLEET

FCOM
PER-LOD-CGO P 2/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
ULD
ATA
Half size
Full size
60.4 61.5 in
60.4 61.5 in
Note:
LD3-46
LD3-46W
NAS 3610
2K2
2K2
2K3
2K3
IATA
G
H
K
X
Allowable MGW
kg
lb
1 134
2 500
1 134
2 500
1 134
2 500
1 134
2 500
Maximum number
fwd
aft
3
4
3
4
3
4
3
4
The bulk compartment is always used in bulk configuration with a maximum load of
1 497 kg (3 300 lb).
CARGO DOOR OPERATION

Applicable to: ALL
Ident.: PER-LOD-CGO-A-00001667.0002001 / 17 MAR 11
NORMAL OPERATION
OPENING
On door
ACCESS DOOR OPERATING HANDLE................................................................ RELEASE
Push handle flap inward.
DOOR........................................................................................................................ UNLOCK
Move door operating handle downward (105 ) from LOCKED to UNLOCK position.
On door service panel
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
The yellow hydraulic system is pressurized (YELLOW ELEC PUMP energized). Operation
of the flight controls and PTU is inhibited.
When the door is fully open (green light on the service panel is on) :
LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE
When released, the lever returns to the neutral position and shuts down the electric pump.
CLOSING
LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE
At first the lever locks in an intermediate position, maintaining a pre-set pressurization to
prevent the door from dropping open. The operator can then move the lever to CLOSE and
the door closes. When it is fully closed, the lever returns to the neutral position and shuts
down the electric pump.
Ensure that green indicator light goes off.
CTV A320 FLEET
FCOM
E to F
PER-LOD-CGO P 3/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
On door
DOOR............................................................................................................................. LOCK
Immediately push the door operating handle upwards to the locked position. When the door
is locked, the cargo doors view ports appear green, the CARGO door indication on ECAM
extinguishes, and the handle flap mechanism locks the operating handle.
ACCESS DOOR...........................................................................................................CLOSE
Ident.: PER-LOD-CGO-A-00001668.0002001 / 17 MAR 11
AUXILIARY OPERATION
In case of an electrical failure or if the electric pump fails, the operator can open or close the doors
by working the hand pump.
HAND PUMP OPENING
On door
DOOR........................................................................................................................ UNLOCK
Unlock the operating handle as if for normal operation.
SERVICE PANEL ACCESS DOOR...............................................................................OPEN
LEVER OF MANUAL SELECTOR VALVE...................................................HOLD ON OPEN
On ground service panel
HAND PUMP........................................................................................................... OPERATE
The door opens.
When the door is fully open (green light on the service panel is on) :
LEVER OF MANUAL SELECTOR VALVE....................................................... RELEASE
HAND PUMP CLOSING
LEVER OF MANUAL SELECTOR VALVE.................................................HOLD ON CLOSE
On ground service panel
HAND PUMP........................................................................................................... OPERATE
The door closes.
LEVER OF MANUAL SELECTOR VALVE..............................................................RELEASE
Release when door is fully closed.
CTV A320 FLEET
FCOM
PER-LOD-CGO P 4/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
On door
DOOR............................................................................................................................. LOCK
Lock the operating handle as for normal operation.
On door service panel and ground service panel
ACCESS DOORS.........................................................................................................CLOSE
CTV A320 FLEET

FCOM
PER-LOD-CGO P 5/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
LOCATION OF SERVICE PANELS

Applicable to: ALL
CTV A320 FLEET

FCOM
PER-LOD-CGO P 6/8
30 MAY 13
PERFORMANCE
LOADING
A320
CARGO LOADING
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-CGO P 7/8
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CARGO LOADING
CTV A320 FLEET

FCOM
PER-LOD-CGO P 8/8
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
GENERAL INFORMATION
Ident.: PER-LOD-FUL-A-00014822.0001001 / 19 DEC 12
Applicable to: ALL
USABLE FUEL VOLUME

Refer to DSC-28-10-20 Tanks.
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI
REFUELING
During automatic refueling, fuel goes into the center tank and outer cell of wing tanks
simultaneously. When the outer cell the wing tank is full, fuel overflows into the inner cell.
During manual refueling, fill the wing tanks first, then the center tank.
With the tanks filled to the maximum capacity, there is enough space in each tank to allow for a
2 % thermal expansion of the fuel without its spilling through the vent system.
Electrical transients (caused by switching among the APU, the external and the engine electrical
supply) during automatic refueling may stop the process. If the automatic refueling process is
stopped, it is necessary to re-enter the Preselected Fuel Quantity.
Ident.: PER-LOD-FUL-A-00001672.0005001 / 17 MAR 11
Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY
REFUELING
During automatic refueling, fuel goes into the center tank and the outer cell of the wing tanks
simultaneously. When the outer cell of the wing tank is full, fuel overflows into the inner cell.
When the center tank is full, fuel overflows into the ACTs .
During manual refueling, fill the wing tanks first, then the center tank, then the ACTs .
CTV A320 FLEET

FCOM
PER-LOD-FUL P 1/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
Applicable to: PK-GLJ
REFUELING
During automatic refueling, fuel goes into the center tank and the wing tanks simultaneously.
When the center tank is full, fuel overflows into the ACTs .
During manual refueling, fill the wing tanks first, then the center tank, then the ACTs .
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,
REFUELING CONTROL PANEL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 2/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
Ident.: PER-LOD-FUL-A-00001673.0006001 / 17 MAR 11
Applicable to: PK-GLH, PK-GLI
REFUELING CONTROL PANEL
REFUELING
Ident.: PER-LOD-FUL-B-00001674.0001001 / 15 JAN 13
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLG, PK-GLH, PK-GLI, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO,
PREPARATION
ACCESS PLATFORM...................................................................................................IN POSITION
SAFETY PRECAUTIONS........................................................................................................APPLY
During refueling operations, ensure that:
HF transmission is not performed
The aircraft is properly bonded to the tanker
The tanker and the aircraft are properly grounded. If suitable ground is not available, the aircraft
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft
The external lighting is not operated.
CTV A320 FLEET

FCOM
A to B
PER-LOD-FUL P 3/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient
pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not refuel, if a fire or engine overheat warning is displayed.
Note:
For APU start/shutdown during refueling, Refer to PER-LOD-FUL APU

START/SHUTDOWN DURING REFUELING/DEFUELING.
MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar)

On refueling control panel:
TEST...................................................................................................................................... LTS
Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays
show 8s.
TEST..................................................................................................................................HI.LVL
HI LVL lights change state if the high level sensors and their circuits are serviceable.
Ident.: PER-LOD-FUL-B-00001674.0002001 / 15 JAN 13
PREPARATION
SAFETY PRECAUTIONS........................................................................................................APPLY
HF transmission (including HF transmission via the HF DATA LINK pb) is not performed
can be bonded to the tanker only. Always connect the ground cable to the parking ground point
(or to the tanker) before connecting it to the aircraft
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient
pressure. If the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not refuel, if a fire or engine overheat warning is displayed.
Note:

MAX REFUELING PRESSURE................................................................................50 PSI (3.5 bar)

TEST...................................................................................................................................... LTS
Lights on the panel come on. FUEL QTY and the PRESELECTED and ACTUAL displays
show 8s.
CTV A320 FLEET
FCOM
PER-LOD-FUL P 4/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
TEST..................................................................................................................................HI.LVL
HI LVL lights change state if the high level sensors and their circuits are serviceable.
Ident.: PER-LOD-FUL-B-00001689.0001001 / 17 MAR 11
Applicable to: ALL
AUTOMATIC REFUELING
REFUEL VALVES............................................................................CHECK NORM and GUARDED
PRESELECTOR...........................................................................................................................SET
MODE SELECT.................................................................................................................... REFUEL
START REFUELING
When the refueling is finished the END light comes on.
ACTUAL QUANTITY.............................................................................................................. CHECK
The actual quantity must be within 100 kg (220 lb) of the preselected quantity.
MODE SELECT.................................................................................................OFF and GUARDED
Ident.: PER-LOD-FUL-B-00001675.0001001 / 17 MAR 11
Applicable to: ALL
MANUAL REFUELING
REFUEL VALVES..................................................................................................................... SHUT
MODE SELECT.................................................................................................................... REFUEL
REFUEL VALVES (tanks to be filled)...................................................................................... OPEN
START REFUELING
FUEL QTY..........................................................................................................................MONITOR
When the contents of the tanks reach the required level :
Corresponding REFUEL VALVES......................................................................................SHUT
MODE SELECT.......................................................................................... OFF and GUARDED
REFUEL VALVES................................................................................... NORM and GUARDED
GROUND FUEL TRANSFER
Ident.: PER-LOD-FUL-00001690.0002001 / 17 MAR 11
Applicable to: ALL
On cockpit overhead FUEL panel

PUMPS (of the tanks not to be defueled)................................................................................ OFF
MODE SEL...............................................................................................................................MAN
PUMPS (of the tank to be defueled).......................................................................................... ON
CTV A320 FLEET

FCOM
B to C
PER-LOD-FUL P 5/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
if left wing and/or center tanks is (are) to be defueled :

X FEED....................................................................................................................................... ON
OPEN light comes on.
On refueling control panel :
REFUEL VALVES (of tanks not to be filled)..........................................................................SHUT
REFUEL VALVES (of tanks to be filled)................................................................................OPEN
MODE SELECT......................................................................................................... DEFUEL/XFR
OPEN light comes on.
FUEL QTY....................................................................................................................... MONITOR
When the tank contents reach the required level :
Corresponding REFUEL VALVES..........................................................................................SHUT
MODE SELECT.............................................................................................. OFF and GUARDED
OPEN light goes out.
REFUEL VALVES.......................................................................................NORM and GUARDED
Set cockpit FUEL panel to normal configuration.
DEFUELING
Ident.: PER-LOD-FUL-00001691.0002001 / 08 FEB 13
Note:
Defueling by suction is not possible
ACCESS PLATFORM.......................................................................................................IN POSITION

SAFETY PRECAUTIONS............................................................................................................APPLY
During defueling operations, ensure that:
HF transmission is not performed
can be bonded to the tanker only. Always connect the ground cable to the parking ground point (or
to the tanker) before connecting it to the aircraft
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If
the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not defuel, if a fire or engine overheat warning is displayed.
Note:
For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU

CTV A320 FLEET

FCOM
C to D
PER-LOD-FUL P 6/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar)

On cockpit overhead FUEL panel:
PUMPS...................................................................................................................................... OFF
REFUEL VALVES................................................................................................................. NORM
MODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR
On cockpit overhead FUEL panel :
MODE SEL...............................................................................................................................MAN
PUMPS (of the tank(s) to be defueled)......................................................................................ON
X FEED (OPEN light comes on)................................................................................................ ON
FUEL QTY....................................................................................................................... MONITOR
When tank contents reach required level
Corresponding PUMPS............................................................................................................. OFF
MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDED
DEFUELING
Ident.: PER-LOD-FUL-00001691.0005001 / 08 FEB 13
Note:
Defueling by suction is not possible
ACCESS PLATFORM.......................................................................................................IN POSITION

During defueling operations, ensure that:
HF transmission (including HF transmission via the HF DATA LINK pb) is not performed
to the tanker) before connecting it to the aircraft
In the cockpit, check that the PARK BRK is ON and that the ACCU PRESS has sufficient pressure. If
the PARK BRK cannot be set to ON, check that the chocks are in place.
Do not defuel, if a fire or engine overheat warning is displayed.
CTV A320 FLEET

FCOM
PER-LOD-FUL P 7/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
Note:
For APU start/shutdown during defueling, Refer to PER-LOD-FUL APU

MAX DEFUELING PRESSURE..................................................................................11 PSI (0.75 bar)

On cockpit overhead FUEL panel:
PUMPS...................................................................................................................................... OFF
REFUEL VALVES................................................................................................................. NORM
MODE SELECT (OPEN light comes on)...................................................................DEFUEL/XFR
On cockpit overhead FUEL panel :
MODE SEL...............................................................................................................................MAN
PUMPS (of the tank(s) to be defueled)......................................................................................ON
X FEED (OPEN light comes on)................................................................................................ ON
FUEL QTY....................................................................................................................... MONITOR
When tank contents reach required level
Corresponding PUMPS............................................................................................................. OFF
MODE SELECT (OPEN light goes out)..........................................................OFF and GUARDED
OVERWING GRAVITY REFUELING
Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly
into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center
tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing
tank).
Disembark all passengers.
CTV A320 FLEET

FCOM
D to E
PER-LOD-FUL P 8/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL

No HF transmission is performed
to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12
1128 PB 301 for detailed safety procedures.
Note:

TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION

If transfer valves closed:
MODE SELECT (on the refuel control panel)............................................................... Check OFF
FUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on
121VU).............................................................................. PULL for a minimum of 5 s then PUSH
The refuel control panel door must be closed when the C/Bs are being pulled.
FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on
Intercell transfer valves will stay open until the next refuel selection.
FUEL/XFR VALVE 1/WING/L and R C/Bs (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/L
and R C/Bs (M22 and M23 on 121 VU).......................................................................................PULL
The refuel control panel door must be closed when the C/Bs are being pulled. Then it could be
opened for subsequent procedures.
RH WING REFUELING PROCEDURE
* OVERWING REFUEL CAP.............................................................................................REMOVE
* REFUELING........................................................................................................................ START
If the center tank is to be refueled:
GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY
When the wing tank reaches the required level:
* REFUELING....................................................................................................................STOP
* OVERWING REFUEL CAP....................................................................................... INSTALL
LH WING REFUELING PROCEDURE
Perform the steps for RH wing refueling procedure marked * then:
FUEL/XFR VALVE 1/WING/L and R C/Bs (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L
and R C/Bs (M22 and M23 on 121VU)................................................................................... PUSH
CTV A320 FLEET
FCOM
PER-LOD-FUL P 9/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
MODE SELECT................................................................................................... REFUEL then OFF

Check on FUEL page that the intercell transfer valves close.
Note:
The overwing refuel point is not at the highest point of the wing and therefore the wing
tanks cannot be filled to full.
OVERWING GRAVITY REFUELING

Overwing gravity refueling is done at the refuel point in the top of each wing. Fuel is delivered directly
into the outer cell from which the inner cell is filled by opening the intercell transfer valves. Fill center
tank by transfer from the right wing tank (open the X FEED valve in case of transfer from the left wing
tank).
No HF transmission (including HF transmission via the HF DATA LINK pb) is performed
to the tanker) before connecting it to the aircraft. Refer to Aircraft Maintenance Manual (AMM) 12
1128 PB 301 for detailed safety procedures
Note:

TRANSFER VALVES (on ECAM FUEL page)........................................................ CHECK POSITION

If transfer valves closed:
MODE SELECT (on the refuel control panel)............................................................... Check OFF
FUEL/XFR VALVE 1/WING/L C/B (A10 on 49VU) and FUEL/XFR VALVE 2/WING/L C/B (M22 on
The refuel control panel door must be closed when the C/Bs are being pulled.
FUEL/XFR VALVE 1/WING/R C/B (A11 on 49VU) and FUEL/XFR VALVE 2/WING/R C/B (M23 on
Intercell transfer valves will stay open until the next refuel selection.
FUEL/XFR VALVE 1/WING/L and R C/Bs (A10 and A11 on 49VU), and FUEL/XFR VALVE 2/WING/L
and R C/Bs (M22 and M23 on 121 VU).......................................................................................PULL
The refuel control panel door must be closed when the C/Bs are being pulled. Then it could be
opened for subsequent procedures.
CTV A320 FLEET
FCOM
PER-LOD-FUL P 10/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
RH WING REFUELING PROCEDURE

OVERWING REFUEL CAP.................................................................................................REMOVE
REFUELING............................................................................................................................ START
If the center tank is to be refueled:
GROUND FUEL TRANSFER PROCEDURE................................................................... APPLY
When the wing tank reaches the required level:
* REFUELING....................................................................................................................STOP
* OVERWING REFUEL CAP....................................................................................... INSTALL
LH WING REFUELING PROCEDURE
Perform the steps for RH wing refueling procedure marked * then:
FUEL/XFR VALVE 1/WING/L and R C/Bs (A10 and A11 on 49VU) and FUEL/XFR VALVE 2/WING/L
and R C/Bs (M22 and M23 on 121VU)................................................................................... PUSH
MODE SELECT................................................................................................... REFUEL then OFF
Check on FUEL page that the intercell transfer valves close.
Note:
The overwing refuel point is not at the highest point of the wing and therefore the wing
tanks cannot be filled to full.
REFUELING WITH ONE ENGINE RUNNING

Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
Only the RH fuel couplings can be used.
Overwing gravity filling is not permitted.
Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling procedure.
Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine n 1 at ground idle with its generator connected.
Do not start engine n 2, do not shut down engine n 1 or do not attempt to start the APU before all
fueling operations have been completed.
Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
Follow manual refueling procedure.
CTV A320 FLEET

FCOM
E to F
PER-LOD-FUL P 11/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
OPERATION MONITORING
DURING THE ENTIRE REFUELING PROCEDURE :
Monitor the fuel truck shut off valve.
Be sure that the fueling company is keeping permanent control of the emergency fuel shut off
device.
Have a flight crew member in the cockpit monitoring all systems and the running engine.
Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed
the following fuel quantities :
DENSITY (kg/l)
L(R) WING (kg)
CENTER (kg)
0.77
5 710
6 030
0.78
5 780
6 110
0.79
5 860
6 190
0.8
5 930
6 270
0.81
6 005
6 350
0.82
6 080
6 430
0.83
6 160
6 500
AFTER SECOND ENGINE START :

Reset the 3DMCs in order to reinitialize the fuel used values :
DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL
DMC 2 SPLY C/B (Q8 on 121 VU).................................................................................PULL
DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL
After 5 s :
All C/Bs....................................................................................................................PUSH
Note:
The T.O MEMO does not appear automatically since one engine is kept
running.
REFUELING WITH ONE ENGINE RUNNING

Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
Only the RH fuel couplings can be used.
Overwing gravity filling is not permitted.
Obtain airport authorization.
The Airport Fire Department should standby at the aircraft during the entire refueling procedure.
Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake and check its pressure.
Run engine n 1 at ground idle with its generator connected.
CTV A320 FLEET
FCOM
PER-LOD-FUL P 12/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
Do not start engine n 2, do not shut down engine n 1 or do not attempt to start the APU before all
fueling operations have been completed.
Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
Follow manual refueling procedure.
OPERATION MONITORING
DURING THE ENTIRE REFUELING PROCEDURE:
Monitor the fuel truck shut off valve.
Be sure that the fueling company is keeping permanent control of the emergency fuel shut off
device.
Have a flight crew member in the cockpit monitoring all systems and the running engine.
Have a qualified ground crew member at the fueling station to operate the refuel valve
switches.
Monitor the refueling closely and be prepared to close the refuel valves in order not to exceed
the following fuel quantities:
DENSITY (lb\US GAL)
L(R) WING (lb)
CENTER (lb)
6.3
12 330
13 040
6.4
12 530
13 250
6.5
12 730
13 460
6.6
12 920
13 670
6.7
13 120
13 880
6.8
13 310
14 080
6.9
13 510
14 280
AFTER SECOND ENGINE START:

Reset the 3DMCs in order to reinitialize the fuel used values:
DMC 1 SPLY C/B (E11 on 49VU).................................................................................. PULL
DMC 3 SPLY STBY (E10 on 49 VU)..............................................................................PULL
After 5 s:
All C/Bs....................................................................................................................PUSH
Note:
CTV A320 FLEET

FCOM
The T.O MEMO does not appear automatically since one engine is kept
running.
PER-LOD-FUL P 13/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
APU START/SHUTDOWN DURING REFUELING/DEFUELING

Ident.: PER-LOD-FUL-00001678.0001001 / 09 DEC 09
Applicable to: ALL
APU starts or shutdowns are permitted during refuel/defuel procedures. If it is necessary to operate
the APU, the limits that follow apply :
a. An APU start is not permitted during a refuel/defuel procedure if the APU has failed to start or an
automatic shutdown has occured
b. A normal APU shutdown must be completed if a fuel spill has occured during the refuel defuel
procedure.
USE OF MANUAL MAGNETIC INDICATORS (MMI)

Ident.: PER-LOD-FUL-C-00001679.0002001 / 09 DEC 09
GENERAL
Indicators are disposed as follows :
five in each wing tank, four in inner tank and one in outer tank
one in the center tank
A/C ATTITUDE..........................................................................................................................NOTE
Note the grid square letter and grid square number shown by the bubble on the attitude monitor.
CTV A320 FLEET
FCOM
G to H
PER-LOD-FUL P 14/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-LOD-FUL-C-00001679.0005001 / 16 NOV 11
Applicable to: PK-GLE, PK-GLF, PK-GLH, PK-GLI
GENERAL
Indicators are disposed as follows:
five in each wing tank, four in inner tank and one in outer tank
one in the center tank
CTV A320 FLEET

FCOM
PER-LOD-FUL P 15/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
TO DETERMINE AIRCRAFT ATTITUDE

Set ADIRS 1, 2, 3 to the NAV position.
On the LH or RH MCDU, press MCDU MENU pushbutton.
Select CFDSline key (LSK 4L).
Select SYSTEM REPORT/TEST line key (LSK 5L).
Select the line key adjacent to the FUEL indication.
On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu second
page.
Select the line key adjacent to the INPUT PARAMETERS VALUES indication.
Use the Table given on the next page to determine the equivalent number and letter from
PITCH and ROLL data.
Select RETURN line key (LSK 6L) until CFDS main menu appears.
Press MCDU MENU pushbutton.
PITCH
Minus 1.5
Minus 1.0
Minus 0.5
0.0
Plus 0.5
Plus 1.0
Plus 1.5
Note:
REF
1
ROLL
Minus 1.5
Minus 1.0
Minus 0.5
0.0
Plus 0.5
Plus 1.0
Plus 1.5
2
3
4
5
6
7
REF
A
B
C
D
E
F
1. This procedure can only be used if:

The PITCH and ROLL data is taken from the ADIRS (identified by an A after the
PITCH and ROLL title).
The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE
control on the MCDU to cycle the pages to update the screen.
ACCESS PLATFORM...............................................................................................IN POSITION
CTV A320 FLEET

FCOM
PER-LOD-FUL P 16/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL

Applicable to: PK-GLG, PK-GLJ, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY
GENERAL
Indicators are installed as follows:
Four in each wing tank: Three in the inner tank and one in the outer tank
One in the center tank
TO DETERMINE AIRCRAFT ATTITUDE

Set ADIRS 1, 2, 3 to the NAV position.
On the LH or RH MCDU, press MCDU MENU pushbutton.
Select CFDS line key (LSK 4L).
Select SYSTEM REPORT/TEST line key (LSK 5L).
Select the line key adjacent to the FUEL indication.
On the MCDU control panel, push the NEXT PAGE key to display the FUEL Main Menu second
page.
Select the line key adjacent to the INPUT PARAMETERS VALUES indication.
Use the Table given on the next page to determine the equivalent number and letter from
PITCH and ROLL data.
Select RETURN line key (LSK 6L) until CFDS main menu appears.
Press MCDU MENU pushbutton.
PITCH
Minus 1.5
Minus 1.0
Minus 0.5
CTV A320 FLEET
FCOM
REF
1
ROLL
Minus 1.5
Minus 1.0
Minus 0.5
2
3
REF
A
B
C
PER-LOD-FUL P 17/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
PITCH
0.0
Plus 0.5
Plus 1.0
Plus 1.5
Note:
REF
4
ROLL
0.0
Plus 0.5
Plus 1.0
Plus 1.5
5
6
7

REF
D
E
F
1. This procedure can only be used if:

The PITCH and ROLL data is taken from the ADIRS (identified by an A after the
PITCH and ROLL title).
The PITCH data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
The ROLL data displayed for the LEFT, CTR, and RIGHT is no more or less than
0.1 of each other.
2. The FQIS input parameters are not automatically updated. Use the NEXT PAGE
control on the MCDU to cycle the pages to update the screen.
ACCESS PLATFORM...............................................................................................IN POSITION

Ident.: PER-LOD-FUL-C-00001692.0001001 / 09 DEC 09
Applicable to: ALL
TO DETERMINE FUEL QUANTITY IN THE OUTER TANK

MMI number 5......................................................................................... UNLOCK and WITHDRAW
The crewmember must withdraw the MMI slowly until he feels the magnetic attraction between the
rod and float magnets.
Do not use force when withdrawing the MMI as this will disengage the float magnet from the rod
magnet and bring the rod down onto the mechanical stop.
ROD GRADUATION (which aligns with bottom wing surface).................................................READ
MMI............................................................................................................. IN PLACE and LOCKED
Use the table for the applicable aircraft wing side, aircraft attitude (grid square letter and number),
and the MMI stick number 5, to find the volume of fuel in the outer tank (See below).
Multiply the result by the specific gravity to find the fuel weight.
Ident.: PER-LOD-FUL-C-00001680.0001001 / 29 MAR 11
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLH, PK-GLI
TO DETERMINE FUEL QUANTITY IN THE INNER TANK

MMI (from number 4 to number 1).......................................................... UNLOCK and WITHDRAW
CTV A320 FLEET
FCOM
PER-LOD-FUL P 18/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
MMIs shall be withdrawn from number 4 to number 1 until one MMI measures fuel.
and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS).
TO DETERMINE FUEL QUANTITY IN THE INNER TANK

MMI (from number 4 to number 2).......................................................... UNLOCK and WITHDRAW
MMIs shall be withdrawn from number 4 to number 2 until one MMI measures fuel.
and the applicable MMI stick number to find the volume of fuel in the inner tank (Refer to FCOM PER.LOD.FUL FUEL. C.USE OF MANUAL MAGNETIC INDICATORS (MMI) - WING TANKS).
Applicable to: ALL
TO DETERMINE FUEL QUANTITY IN THE CENTER TANK

CENTER TANK MMI............................................................................... UNLOCK and WITHDRAW
Use the table for the center tank, and for the applicable aircraft attitude (grid square letter and
number) to find the volume of fuel in the center tank (See below).
CTV A320 FLEET
FCOM
PER-LOD-FUL P 19/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF
WING TANKS (LITERS)
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 20/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 21/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 22/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 23/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 24/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 25/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
GRID SQUARE LETTER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 26/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
**
GRID SQUARE NUMBER

WING TANKS (LITERS)
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 27/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
GRID SQUARE LETTER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 28/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
**
GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 29/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 30/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER

WING TANKS (U.S. GAL.)
CTV A320 FLEET

FCOM
PER-LOD-FUL P 31/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 32/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 33/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 34/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 35/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 36/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 37/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL

CENTER TANK (LITERS)
CTV A320 FLEET

FCOM
PER-LOD-FUL P 38/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
*
**
GRID SQUARE LETTER

GRID SQUARE NUMBER
CTV A320 FLEET

FCOM
PER-LOD-FUL P 39/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CENTER TANKS (U.S. GAL.)
CTV A320 FLEET

FCOM
PER-LOD-FUL P 40/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 41/42
30 MAY 13
PERFORMANCE
LOADING
A320
FUEL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LOD-FUL P 42/42
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
WEIGHT AND BALANCE - LOAD AND TRIM SHEET
GENERAL
Ident.: PER-LOD-WBA-LTS-00001685.0001001 / 09 DEC 09
Applicable to: ALL
This chart allows the determination of Aircraft CG location (MAC) function of dry operating weight,
pantry adjustment, cargo loads, passengers and fuel on board.
The operational limits shown on the load and trim sheet are more restrictive than the certified limits
because error margins have been taken into account.
The load and trim sheet needs to be updated when :
a modification which changes the aircraft certified limits is included or
a modification (cabin layout, cargo arrangement ...) which influences the operational limits is
made.
It is the airline responsibility to define a load and trim sheet and to keep it up to date. Refer to
PER-LOD-WBA-LTS DESCRIPTION is a description of the Load and Trim Sheet utilization (Refer to
PER-LOD-WBA-LTS LOAD AND TRIM SHEET), for a typical passenger arrangement.
Refer to customized load and trim sheet for preparing a revenue flight.
DATA
Ident.: PER-LOD-WBA-LTS-00001686.0002001 / 12 FEB 11
Dry Operating Weight = 42 500 kg and CG = 27 % (H-arm = 18.93 m)

Deviation or adjustment = + 100 kg in zone F
Cargo = 5 500 kg with the following distribution:
cargo 1 = 2 000 kg; cargo 3 = 1 500 kg; cargo 4 = 1 500 kg; cargo 5 = 500 kg
Passengers = 145 PAX with the following distribution:
cabin OA = 50; cabin OB = 55; cabin OC = 40
Ramp Fuel = 13 200 kg; Taxi Fuel = 200 kg; Fuel Density = 0.785 kg/l
DATA
Dry Operating Weight = 94 000 lb and CG = 27 % (H-arm = 745 in)

Deviation or adjustment = + 200 lb in zone F
Cargo = 12 000 lb with the following distribution:
cargo 1 = 5 000 lb; cargo 3 = 3 000 lb; cargo 4 = 3 000 lb; cargo 5 = 1 000 lb
Passengers = 145 PAX with the following distribution:
cabin OA = 50; cabin OB = 55; cabin OC = 40
CTV A320 FLEET
FCOM
A to B
PER-LOD-WBA-LTS P 1/8
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
Ramp Fuel = 28 400 lb; Taxi Fuel = 400 lb; Fuel Density = 6.550 lb/US Gal
DESCRIPTION
a.
b.
c.
d.
e.
f.
Enter Master data in (1).

Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).
Dry Operating Index = 53.4.
Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.43.
Calculate corrected index and report in (6): 54.83.
Enter master data in table (7) and determine Zero Fuel Weight: 60 280 kg and Takeoff Weight:
73 280 kg.
g. Enter cargo weight and passenger number per compartment in (8).
h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10).
i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line
(11).
j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange
cargo loading.
k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (13 200 kg) and
Fuel Density (0.785 kg/l).
This example will be continued assuming the FUEL INDEX = 2 was found. Carry in fuel scale
(14).
l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15).
m. Check if the intersection point is within the Takeoff Weight operational limits.
n. Read zero fuel weight and CG position: 32.7 % and fill in table (17).
o. Read takeoff CG position: 30.5 % and fill in table (18).
CAUTION
Note:
If there is no customized trim sheet for your airline in this section, do not use the
information enclosed herein for day to day operation as margins and load CG vary
with cabin and cargo layout.
When referring to CG lower than 27 %, an operational margin is taken into account. It is the
reason why performance at forward CG (lower than 25 %) must be used for operational CG
lower than 27 %.
CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION
a.
b.
c.
d.
e.
f.
Enter Master data in (1).

Compute Dry Operating Weight Index using the formula indicated in (2) and report in (3).
Dry Operating Index = 53.1.
Enter weight deviation or adjustment in (4) and read corresponding index variation in (5): +1.13.
Calculate corrected index and report in (6): 54.23.
Enter master data in table (7) and determine Zero Fuel Weight: 133 025 lb and Takeoff Weight:
161 025 lb.
g. Enter cargo weight and passenger number per compartment in (8).
h. Enter index scale (9) with corrected index and proceed through cargo and passenger scales (10).
i. From the final point draw a vertical line which intersects (12) the zero fuel weight horizontal line
(11).
j. Check if the intersection point is within the Zero Fuel Weight operational limits, if not rearrange
cargo loading.
k. Read in table (13) the fuel index correction corresponding to Ramp Fuel Weight (28 400 lb) and
Fuel Density (6.550 lb/USG).
This example will be continued assuming the FUEL INDEX = 2 was found.
Carry in fuel scale (14).
l. From this point draw a vertical line which intersects (16) the takeoff weight horizontal line (15).
m. Check if the intersection point is within the Takeoff Weight operational limits.
n. Read zero fuel weight and CG position: 31 % and fill in table (17).
o. Read takeoff CG position: 29.2 % and fill in table (18).
CAUTION
Note:
If there is no customized trim sheet for your airline in this section, do not use the
information enclosed herein for day to day operation as margins and load CG vary
with cabin and cargo layout.
When referring to CG lower than 27 %, an operational margin is taken into account. It is the
reason why performance at forward CG (lower than 25 %) must be used for operational CG
lower than 27 %.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
LOAD AND TRIM SHEET

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
LOAD AND TRIM SHEET

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LOADING
A320
WEIGHT AND BALANCE - FUEL INDEX TABLES
FLIGHT CREW
OPERATING MANUAL
FUEL INDEX TABLE

GENERAL
Ident.: PER-LOD-WBA-FIT-10-00012775.0002001 / 08 FEB 11
The fuel index table has been established assuming a fuel distribution in accordance with refuel
distribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of this
volume.
If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet
CG will show a discrepancy. The following tables allow to determine the fuel index taking into
account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables
with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to
enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the
limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.
Note:
DATA:
These tables are valid only when used with the following formula for the index:
I = W (H-arm 18.85)/1 000 + K or I = [(CG 25) W 0.000042] + K
(Weight in kg, H-arm in m)
Fuel in left inner fuel tank = 4 500 kg
Fuel in right inner fuel tank = 4 500 kg
Fuel in left outer fuel tank = 200 kg
Fuel in right outer fuel tank = FULL
Fuel in center tank = 0 kg
Inner tank
Outer tank
Center tank
TOTAL
Left
Right
Left
Right
Weight
4 500
4 500
200
691
9 891
Index
3
3
0
2
0
4
Enter the trim sheet with a fuel index of 4
CTV A320 FLEET

FCOM
PER-LOD-WBA-FIT-10 P 1/6
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LOD-WBA-FIT-10-00012775.0003001 / 08 FEB 11
The fuel index table has been established assuming a fuel distribution in accordance with refuel
distribution given in section Refer to PER-LOD-FUL GENERAL INFORMATION - REFUELING of this
volume.
If after refueling the actual distribution deviates from the chart values, the actual and the trim sheet
CG will show a discrepancy. The following tables allow to determine the fuel index taking into
account the actual fuel quantity in each tank. To determine the actual takeoff CG enter the tables
with the actual fuel quantities in each tank, read the fuel index for each tank and use their sum to
enter the trim sheet. Check that the actual CG is inside the operational limits. If the CG is outside the
limits transfer fuel to achieve a distribution in accordance with the chart or rearrange the load.
Note:
DATA:
These tables are valid only when used with the following formula for the index:
I = W (H-arm 742.12)/100 000 + K or I = [(CG 25) W 0.0000165] + K
(Weight in lb, H-arm in inch)
Fuel in left inner fuel tank = 9 000 lb
Fuel in right inner fuel tank = 9 000 lb
Fuel in left outer fuel tank = 400 lb
Fuel in right outer fuel tank = FULL
Fuel in center tank = 0 lb
Inner tank
Outer tank
Center tank
TOTAL
Left
Right
Left
Right
Weight
9 000
9 000
400
1 523
19 923
Index
3
3
0
1
0
5
Enter the trim sheet with a fuel index of 5

FUEL INDEX TABLE FOR INNER TANK
Ident.: PER-LOD-WBA-FIT-10-00012776.0001001 / 25 JUL 12
Note:
These tables are valid only when used with the following formulae for the index:
I=W(H-arm18.85)/1 000+K or I=[(CG25)W0.000042]+K (Weight in kg, H-arm in m)
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
Weight
500
1 000
1 500
2 000
2 500
3 000
3 500
4 000
4 500
5 000
FULL
Index
-1
-1
-2
-2
-2
-3
-3
-3
-3
-3
-2
FUEL INDEX TABLE FOR INNER TANK

Note:
I=W(H-arm742.12)/1 00 000+K or I=[(CG25)W0.0000165]+K (Weight in lb, H-arm in
inch)
Weight
1 000
2 000
3 000
4 000
5 000
6 000
7 000
8 000
9 000
10 000
11 000
FULL
Index
0
-1
-1
-2
-2
-2
-3
-3
-3
-3
-3
-2
FUEL INDEX TABLE FOR OUTER TANK

Note:
CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
Weight
250
500
FULL
Index
1
1
2
FUEL INDEX TABLE FOR OUTER TANK

Note:
inch)
Weight
500
1 000
1 500
FULL
Index
0
1
1
1
FUEL INDEX TABLE FOR CENTER TANK

Note:
Weight
500
1 000
1 500
2 000
2 500
3 000
3 500
4 000
4 500
5 000
5 500
6 000
FULL
CTV A320 FLEET

FCOM
Index
-1
-1
-2
-3
-3
-4
-5
-6
-7
-7
-8
-9
-10
C to D
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
FUEL INDEX TABLE FOR CENTER TANK

Note:
inch)
Weight
1 000
2 000
3 000
4 000
5 000
6 000
7 000
8 000
9 000
10 000
11 000
12 000
13 000
14 000
FULL
CTV A320 FLEET

FCOM
Index
0
-1
-1
-2
-3
-3
-4
-4
-5
-6
-6
-7
-8
-8
-8
30 MAY 13
PERFORMANCE
LOADING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
OPERATING DATA
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL
PER-OPD-GEN GENERAL
CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT..................................................................................A

INTERNATIONAL STANDARD ATMOSPHERE (ISA)............................................................................................B
CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE......................................................................................C
CONVERSIONS QFE HPA - IN. HG - FT..............................................................................................................D
WIND COMPONENTS (FOR TAKEOFF AND LANDING)......................................................................................E
ALTITUDE TEMPERATURE CORRECTION.......................................................................................................... F
PER-OPD-CON GROUND DISTANCE/AIR DISTANCE CONVERSION

PER-OPD-CON-AEO ALL ENGINES OPERATIVE
GENERAL................................................................................................................................................................ A
M.78......................................................................................................................................................................... B
LONG RANGE SPEED UP TO FL270................................................................................................................... C
LONG RANGE SPEED ABOVE FL270.................................................................................................................. D
PER-OPD-CON-OEI ONE ENGINE INOPERATIVE
GENERAL................................................................................................................................................................ A
LONG RANGE SPEED........................................................................................................................................... B
FIXED SPEEDS.......................................................................................................................................................C
CTV A320 FLEET

FCOM
PER-OPD-PLP-TOC P 1/2
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-OPD-PLP-TOC P 2/2
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
CONVERSIONS - IAS . MACH - TAS . MACH - SAT . TAT

Ident.: PER-OPD-GEN-00001962.0001001 / 23 FEB 11
Applicable to: ALL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 1/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
INTERNATIONAL STANDARD ATMOSPHERE (ISA)

Ident.: PER-OPD-GEN-00001963.0001001 / 09 DEC 09
Applicable to: ALL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 2/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
CONVERSIONS - QNH - QFE - PRESSURE ALTITUDE

Ident.: PER-OPD-GEN-00001964.0001001 / 09 DEC 09
Applicable to: ALL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 3/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
CONVERSIONS QFE HPA - IN. HG - FT

Applicable to: ALL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 4/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 5/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
WIND COMPONENTS (FOR TAKEOFF AND LANDING)

Applicable to: ALL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 6/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 7/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
ALTITUDE TEMPERATURE CORRECTION

Applicable to: ALL
FOR HIGH ALTITUDE USE
FOR LOW ALTITUDE USE

Values to be added by the pilot to minimum promulgated heights/altitude (ft)
CTV A320 FLEET

FCOM
PER-OPD-GEN P 8/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
Airport Temperature C
0
-10
-20
-30
-40
-50
CTV A320 FLEET

FCOM
200
20
20
30
40
50
60
Height above the elevation of the altimeter setting source (feet)

300
400
500
1 000
2 000
3 000
4 000
20
30
30
60
120
170
230
30
40
50
100
200
290
390
50
60
70
140
280
420
570
60
80
100
190
380
570
760
80
100
120
240
480
720
970
90
120
150
300
590
890
1 190
5 000
280
490
710
950
1 210
1 500
PER-OPD-GEN P 9/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-OPD-GEN P 10/10
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL
GROUND DISTANCE/AIR DISTANCE

CONVERSION - ALL ENGINES OPERATIVE
GENERAL
Ident.: PER-OPD-CON-AEO-00001657.0001001 / 23 FEB 11
Applicable to: ALL
The ground distance/air distance conversion tables show the air distance for a given ground distance
due to the influence of the wind.
The Tables are given for :
M .78
Long range speed.
M.78
Ident.: PER-OPD-CON-AEO-00001658.0001001 / 28 JAN 11
Applicable to: ALL
CTV A320 FLEET

FCOM
A to B
PER-OPD-CON-AEO P 1/4
19 JUL 11
PERFORMANCE
OPERATING DATA
A320

FLIGHT CREW
OPERATING MANUAL
LONG RANGE SPEED UP TO FL270

Ident.: PER-OPD-CON-AEO-00001659.0001001 / 28 FEB 11
Applicable to: ALL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
OPERATING DATA
A320

FLIGHT CREW
OPERATING MANUAL
LONG RANGE SPEED ABOVE FL270

Ident.: PER-OPD-CON-AEO-00001660.0001001 / 09 DEC 09
Applicable to: ALL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL

CONVERSION - ONE ENGINE INOPERATIVE
GENERAL
Ident.: PER-OPD-CON-OEI-00004074.0001001 / 09 DEC 09
Applicable to: ALL
The ground distance/air distance conversion tables are used to calculate the air distance for a given
ground distance due to the influence of the wind.
Tables are given for :
LONG RANGE SPEED
FIXED SPEEDS
CTV A320 FLEET

FCOM
PER-OPD-CON-OEI P 1/4
19 JUL 11
PERFORMANCE
OPERATING DATA
A320

FLIGHT CREW
OPERATING MANUAL
LONG RANGE SPEED

Applicable to: ALL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
OPERATING DATA
A320

FLIGHT CREW
OPERATING MANUAL
FIXED SPEEDS
Applicable to: ALL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
OPERATING DATA
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
THRUST RATINGS
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
PER-THR-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-THR-MTO MAXIMUM TAKEOFF
DEFINITION............................................................................................................................................................. A
MAXIMUM TAKEOFF.............................................................................................................................................. B
PER-THR-MGA MAXIMUM GO AROUND
DEFINITION............................................................................................................................................................. A
MAXIMUM GO AROUND........................................................................................................................................ B
PER-THR-FLX FLEXIBLE TAKEOFF
DEFINITION............................................................................................................................................................. A
FLEXIBLE TAKEOFF...............................................................................................................................................B
PER-THR-MCT MAXIMUM CONTINUOUS
DEFINITION............................................................................................................................................................. A
MAXIMUM CONTINUOUS...................................................................................................................................... B
PER-THR-MCL MAXIMUM CLIMB
DEFINITION............................................................................................................................................................. A
MAXIMUM CLIMB....................................................................................................................................................B
PER-THR-MCR MAXIMUM CRUISE
DEFINITION............................................................................................................................................................. A
MAXIMUM CRUISE................................................................................................................................................. B
PER-THR-N1 N1 MODE THRUST CONTROL
N1 MODE THRUST CONTROL..............................................................................................................................A

MAXIMUM TAKEOFF N1........................................................................................................................................ B
MAXIMUM GO AROUND N1.................................................................................................................................. C
MAXIMUM CONTINUOUS N1................................................................................................................................ D
MAXIMUM CLIMB N1..............................................................................................................................................E
MAXIMUM CRUISE N1........................................................................................................................................... F
CTV A320 FLEET

FCOM
PER-THR-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-THR-GEN-00004079.0001001 / 28 FEB 11
Applicable to: ALL
The thrust rating charts have been established for:

Maximum takeoff
Maximum go around
Flexible takeoff
Maximum continuous
Maximum climb
Maximum cruise
CTV A320 FLEET

FCOM
PER-THR-GEN P 1/2
19 JUL 11
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-THR-GEN P 2/2
19 JUL 11
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MTO-00001968.0001001 / 01 MAR 11
Applicable to: ALL
It is the maximum thrust certified for takeoff and is normally limited to five minutes.
This time is extended to ten minutes for engine out contingency, as authorized by the approved AFM.
CTV A320 FLEET

FCOM
PER-THR-MTO P 1/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
MAXIMUM TAKEOFF
Ident.: PER-THR-MTO-00001969.0017001 / 28 JAN 11
Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU, PK-GLX, PK-GLY
CTV A320 FLEET

FCOM
PER-THR-MTO P 2/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-MTO P 3/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
MAXIMUM TAKEOFF
Ident.: PER-THR-MTO-00001969.0008001 / 28 JAN 11
Applicable to: PK-GLA, PK-GLC, PK-GLD, PK-GLE, PK-GLF, PK-GLJ
CTV A320 FLEET

FCOM
PER-THR-MTO P 4/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM TAKEOFF
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-MTO P 5/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM TAKEOFF
CTV A320 FLEET

FCOM
PER-THR-MTO P 6/6
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MGA-00001971.0001001 / 23 FEB 11
Applicable to: ALL
It is the maximum permissible thrust during go-around.

MAXIMUM GO AROUND
Ident.: PER-THR-MGA-00001972.0024001 / 28 JAN 11
CTV A320 FLEET

FCOM
A to B
PER-THR-MGA P 1/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
MAXIMUM GO AROUND
PER-THR-MGA P 2/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
MAXIMUM GO AROUND
Ident.: PER-THR-MGA-00001972.0005001 / 28 JAN 11
CTV A320 FLEET

FCOM
PER-THR-MGA P 3/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM GO AROUND
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-MGA P 4/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-FLX-00001973.0002001 / 23 FEB 11
It is a reduced takeoff thrust as compared to the maximum permissible. The related EPR is
calculated as a function of the flexible temperature entered in the FMGS MCDU. The flexible
temperature is a function of the aircraft weight and environmental conditions.
It guarantees that the regular performance requirements are met.
DEFINITION
It is a reduced takeoff thrust as compared to the maximum permissible. The related N1 is calculated
as a function of the flexible temperature entered in the FMGS MCDU. The flexible temperature is a
function of the aircraft weight and environmental conditions.
It guarantees that the regular performance requirements are met.
CTV A320 FLEET

FCOM
PER-THR-FLX P 1/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
FLEXIBLE TAKEOFF
CTV A320 FLEET

FCOM
PER-THR-FLX P 2/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-FLX P 3/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
FLEXIBLE TAKEOFF
CTV A320 FLEET

FCOM
PER-THR-FLX P 4/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CONTINUOUS
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCT-00001975.0001001 / 28 FEB 11
Applicable to: ALL
It is the maximum thrust certified for continuous use. This rating should be used, at the pilots
discretion, only when required to ensure safe flight (engine failure).
CTV A320 FLEET

FCOM
PER-THR-MCT P 1/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CONTINUOUS
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CONTINUOUS
Ident.: PER-THR-MCT-00001976.0011001 / 28 JAN 11
CTV A320 FLEET

FCOM
PER-THR-MCT P 2/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CONTINUOUS
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CONTINUOUS
Ident.: PER-THR-MCT-00001976.0018001 / 28 JAN 11
(*)
One engine inoperative - 1 pack operative on remaining engine.
CTV A320 FLEET

FCOM
PER-THR-MCT P 3/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CONTINUOUS
CTV A320 FLEET

FCOM
PER-THR-MCT P 4/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CLIMB
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCL-00001977.0001001 / 23 FEB 11
Applicable to: ALL
It is the maximum thrust approved for normal climb.

MAXIMUM CLIMB
Ident.: PER-THR-MCL-00001978.0011001 / 28 JAN 11
CTV A320 FLEET

FCOM
A to B
PER-THR-MCL P 1/2
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CLIMB
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CLIMB
Ident.: PER-THR-MCL-00001978.0005001 / 28 JAN 11
CTV A320 FLEET

FCOM
PER-THR-MCL P 2/2
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CRUISE
FLIGHT CREW
OPERATING MANUAL
DEFINITION
Ident.: PER-THR-MCR-00001979.0002001 / 02 FEB 11
It is the maximum thrust approved for normal cruise.

There is no thrust lever position corresponding to this thrust rating.
It is not displayed to the pilot, and the EPR limit which is displayed in cruise is the maximum climb
EPR.
The FMGS uses the maximum cruise EPR to compute the aircraft maximum speed.
In manual thrust setting, in cruise, the pilot should limit EPR to the maximum cruise EPR that is equal
to the displayed maximum climb EPR minus 0.07.
DEFINITION
It is the maximum thrust approved for normal cruise.

There is no thrust lever position corresponding to this thrust rating.
It is not displayed to the pilot, and the N1 limit which is displayed in cruise is the maximum climb N1.
The FMGS uses the maximum cruise N1 to compute the aircraft maximum speed.
In manual thrust setting, in cruise, the pilot should limit N1 to the maximum cruise N1 that is equal to
the displayed maximum climb N1 minus 1.9 %.
CTV A320 FLEET

FCOM
PER-THR-MCR P 1/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CRUISE
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CRUISE
Ident.: PER-THR-MCR-00001980.0005001 / 05 APR 11
CTV A320 FLEET

FCOM
PER-THR-MCR P 2/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
MAXIMUM CRUISE
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CRUISE
CTV A320 FLEET

FCOM
PER-THR-MCR P 3/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CRUISE
CTV A320 FLEET

FCOM
PER-THR-MCR P 4/4
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
N1 MODE THRUST CONTROL
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-THR-N1-00004648.0010001 / 03 APR 13
In case of no EPR available, the thrust control automatically reverts to N1 mode (rated or degraded).
Refer to PRO-ABN-70 ENG 1(2) EPR MODE FAULT.
If the rated N1 mode is lost on both engines, refer to the power management tables given on the
following pages.
The herebelow table gives the N1 to be set in cruise to maintain M 0.78.
WEIGHT
(1000 KG)
50
52
54
56
58
60
62
64
66
68
70
72
74
76
FLIGHT LEVEL
290
310
330
350
370
390
75.4
75.7
75.9
76.2
76.4
76.7
77.1
77.3
77.7
78
78.3
78.6
79
79.3
75.5
75.8
76.1
76.4
76.7
77.1
77.4
77.7
78.1
78.5
78.8
79.2
79.5
80
75.7
76
76.4
76.8
77.1
77.5
77.9
78.3
78.6
79.1
79.5
80
80.4
80.9
76
76.4
76.8
77.2
77.6
78
78.5
79
79.5
80
80.5
81.1
81.7
82.4
76.8
77.2
77.6
78.1
78.6
79.2
79.7
80.3
81
81.7
82.5
78
78.6
79.1
79.7
80.4
81.2
81.9
N1 (%)
Drift Down ceilings and go around performance are affected as follows:

Drift down ceiling:
Actual Weight
(1 000 kg )
Ceiling Penalty (ft)
40
50
60
70
4 000
4 700
5 300
6 000
Go around weight:
Normal go around
Weight (1 000 kg )
Weight Penalty
(1 000 kg)
CTV A320 FLEET

FCOM
40
45
50
55
60
65
70
75
80
85
5.2
5.9
6.5
7.2
7.8
8.5
9.1
9.8
10.4
11
PER-THR-N1 P 1/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM TAKEOFF N1
Ident.: PER-THR-N1-00001970.0005001 / 28 JAN 11
CTV A320 FLEET

FCOM
PER-THR-N1 P 2/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-THR-N1 P 3/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM GO AROUND N1
Ident.: PER-THR-N1-00004650.0003001 / 08 FEB 11
CTV A320 FLEET

FCOM
PER-THR-N1 P 4/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
Note:
This table is valid for all aircraft speeds.
CTV A320 FLEET

FCOM
PER-THR-N1 P 5/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CONTINUOUS N1
Ident.: PER-THR-N1-00004651.0007001 / 09 DEC 09
(*)
One engine inoperative - 1 pack operative on remaining engine.
Note:
CTV A320 FLEET

FCOM
PER-THR-N1 P 6/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CLIMB N1
Note:
CTV A320 FLEET

FCOM
PER-THR-N1 P 7/8
30 MAY 13
PERFORMANCE
THRUST RATINGS
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM CRUISE N1
Note:
CTV A320 FLEET

FCOM
PER-THR-N1 P 8/8
30 MAY 13
PERFORMANCE
TAKEOFF
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
PER-TOF-THR THRUST OPTIONS

PER-TOF-THR-FLX FLEXIBLE TAKEOFF
PER-TOF-THR-FLX-10 DEFINITION OF FLEXIBLE TAKEOFF
DEFINITION OF FLEXIBLE TAKEOFF...................................................................................................................A
PER-TOF-THR-FLX-20 USE OF FLEXIBLE TAKEOFF
USE OF FLEXIBLE TAKEOFF................................................................................................................................A
PER-TOF-THR-FLX-30 REQUIREMENTS
REQUIREMENTS.................................................................................................................................................... A
PER-TOF-THR-FLX-40 RECOMMENDATION
GENERAL................................................................................................................................................................ A
TAKEOFF PROCEDURE........................................................................................................................................ B
PER-TOF-TOC TAKEOFF CHARTS

PER-TOF-TOC-05 INTRODUCTION
TAKEOFF CHARTS.................................................................................................................................................A
PER-TOF-TOC-10 GENERAL (TEMPERATURE ENTRY)

PER-TOF-TOC-10-10 TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE................................................................................................................................... A
PER-TOF-TOC-10-20 TAKEOFF CHART DESCRIPTION
GENERAL................................................................................................................................................................ A
Corrections due to Different Takeoff Conditions..................................................................................................... B
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C
MINIMUM SPEEDS................................................................................................................................................. D
FLEX TEMPERATURE INDICATOR.......................................................................................................................E
PER-TOF-TOC-10-30 ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A

TAKEOFF ON A WET RUNWAY............................................................................................................................B
DESCRIPTION OF TAKEOFF CHART...................................................................................................................C
EXAMPLE OF TAKEOFF CHART.......................................................................................................................... D
CTV A320 FLEET

FCOM
PER-TOF-PLP-TOC P 1/6
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

PER-TOF-TOC-12 MTOW CALCULATION (TEMPERATURE ENTRY)

PER-TOF-TOC-12-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
DIRECT CHART READING.................................................................................................................................... A

CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................B
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS............................................................................ D
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ E
COMBINING CORRECTIONS FROM FCOM AND CHART................................................................................... F
PER-TOF-TOC-12-30 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-12-40 MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A
PER-TOF-TOC-12-50 SUMMARY
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-14 FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)

PER-TOF-TOC-14-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND
SPEEDS
GENERAL................................................................................................................................................................ A
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... C
CORRECTIONS FOR WET RUNWAY................................................................................................................... D
PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-16 GENERAL (WEIGHT ENTRY)

PER-TOF-TOC-16-10 TAKEOFF PERFORMANCE
CTV A320 FLEET

FCOM
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-16-20 TAKEOFF CHART DESCRIPTION
GENERAL................................................................................................................................................................ A
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART........................................................................ C
MINIMUM SPEED................................................................................................................................................... D
PER-TOF-TOC-16-30 ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE............................................................................................................. A

TAKEOFF ON A WET RUNWAY............................................................................................................................B
RTOW CHARTS - COMPLEMENTARY INFORMATION....................................................................................... C
RTOW EXAMPLE....................................................................................................................................................D
PER-TOF-TOC-18 MTOW CALCULATION (WEIGHT ENTRY)

PER-TOF-TOC-18-10 DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS
GENERAL................................................................................................................................................................ A
MTOW DETERMINATION.......................................................................................................................................B
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS.........................................................................C
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS............................................................................... D
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS.............................................................................E
CORRECTIONS PRODUCED ON THE RTOW CHART........................................................................................ F
COMBINING CORRECTIONS FROM FCOM AND CHART.................................................................................. G
PER-TOF-TOC-18-20 EXTRAPOLATION
EXTRAPOLATION................................................................................................................................................... A
PER-TOF-TOC-18-30 MAXIMUM STRUCTURAL TAKEOFF WEIGHT
MAXIMUM STRUCTURAL TAKEOFF WEIGHT..................................................................................................... A
SUMMARY............................................................................................................................................................... A
PER-TOF-TOC-20 FLEXIBLE TAKEOFF (WEIGHT ENTRY)

PER-TOF-TOC-20-10 DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND
SPEEDS
GENERAL................................................................................................................................................................ A
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS ..............................................................................C
CORRECTIONS FOR WET RUNWAY................................................................................................................... D
CTV A320 FLEET

FCOM
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOC-20-20 FLEXIBLE TAKEOFF NOT POSSIBLE
FLEXIBLE TAKEOFF NOT POSSIBLE...................................................................................................................A
SUMMARY............................................................................................................................................................... A
PER-TOF-TOD TAKEOFF DATA

PER-TOF-TOD-24 QNH/BLEEDS CORRECTION
EFFECT OF QNH AND BLEEDS (up to 9200 ft)................................................................................................... A

EXAMPLES.............................................................................................................................................................. B
EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (above 9200 ft).....................................C
EXAMPLES FOR HIGH ALTITUDE OPERATIONS............................................................................................... D
PER-TOF-TOD-25 MINIMUM SPEEDS

PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC
SPEEDS LIMITED BY VMC....................................................................................................................................A
PER-TOF-TOD-25-20 V2 LIMITED BY VMU/VMCA
MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS).................................................................................................. A
PER-TOF-TOD-40 QUICK REFERENCE TABLES

PER-TOF-TOD-40-10 INTRODUCTION
INTRODUCTION......................................................................................................................................................A
PER-TOF-TOD-40-20 USE OF TABLES
USE OF TABLES.................................................................................................................................................... A
PER-TOF-TOD-40-30 HOW TO PROCEED
GENERAL................................................................................................................................................................ A
LIMITATION CODES ..............................................................................................................................................B
CORRECTIONS FOR WIND AND RUNWAY SLOPE............................................................................................C
EXAMPLE ...............................................................................................................................................................D
CTV A320 FLEET

FCOM
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
PER-TOF-TOD-40-40 QUICK REFERENCE TABLES
CONFIGURATION 1+F / 0 FT................................................................................................................................ A

CONFIGURATION 1+F / 1000 FT.......................................................................................................................... B
CONFIGURATION 1+F / 2000 FT.......................................................................................................................... C
CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT..........................................................................................D
CONFIGURATION 2 / PRESSURE ALTITUDE = 1000 FT.................................................................................... E
CONFIGURATION 2 / PRESSURE ALTITUDE = 2000 FT.................................................................................... F
CONFIGURATION 3 / PRESSURE ALTITUDE = 0 FT......................................................................................... G
CONFIGURATION 3 / PRESSURE ALTITUDE = 1000 FT....................................................................................H
CONFIGURATION 3 / PRESSURE ALTITUDE = 2000 FT..................................................................................... I
PER-TOF-TOD-50 NET TAKEOFF FLIGHT PATH
INTRODUCTION......................................................................................................................................................A
HOW TO PROCEED............................................................................................................................................... B
CLOSE OBSTACLE CLEARANCE CONF 1 + F....................................................................................................C
REMOTE OBSTACLE CLEARANCE CONF 1 + F.................................................................................................D
CLOSE OBSTACLE CLEARANCE CONF 2...........................................................................................................E
REMOTE OBSTACLE CLEARANCE CONF 2........................................................................................................F
CLOSE OBSTACLE CLEARANCE CONF 3.......................................................................................................... G
REMOTE OBSTACLE CLEARANCE CONF 3....................................................................................................... H
PER-TOF-CTA RUNWAY CONTAMINATION

PER-TOF-CTA-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-TOF-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
EQUIVALENCES..................................................................................................................................................... B
PER-TOF-CTA-30 OPERATIONAL CONDITIONS
OPERATIONAL CONDITIONS................................................................................................................................A
PER-TOF-CTA-40 TAKEOFF PERFORMANCE

PER-TOF-CTA-40-10 TAKEOFF PERFORMANCE
CTV A320 FLEET

FCOM
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
PER-TOF-CTA-40-20 TAKEOFF FROM A WET RUNWAY
HOW TO PROCEED............................................................................................................................................... A
NO THRUST REVERSERS OPERATIVE (NO CLEARWAY).................................................................................B
ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)............................................................................... C
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY).............................................................................D
ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)............................................................................E
PER-TOF-CTA-40-30 TAKEOFF FROM A CONTAMINATED RUNWAY
TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY............................................................... A

TAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAY.................................................................. B
TAKEOFF FROM A 12.7 MM (1/2 INCH) WATER COVERED RUNWAY............................................................. C
TAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAY................................................................ D
TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY................................................................ E
TAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAY....................................................................F
TAKEOFF FROM A 12.7 MM (1/2 INCH) SLUSH COVERED RUNWAY.............................................................. G
TAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAY................................................................. H
TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY.......................................................................... I
TAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAY............................................................J
TAKEOFF FROM A 15 MM (3/5 INCH) WET SNOW COVERED RUNWAY......................................................... K
TAKEOFF FROM A 30 MM (6/5 INCH) WET SNOW COVERED RUNWAY..........................................................L
TAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAY......................................................... M
TAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAY.............................................N
PER-TOF-CTA-40-40 EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY...................................................................................................A

TAKEOFF PERFORMANCE ON WET RUNWAY.................................................................................................. B
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH..................................................C
CTV A320 FLEET

FCOM
16 JUL 13
PERFORMANCE
TAKEOFF
A320
THRUST OPTIONS - FLEXIBLE TAKEOFF
FLIGHT CREW
OPERATING MANUAL
DEFINITION OF FLEXIBLE TAKEOFF

DEFINITION OF FLEXIBLE TAKEOFF
Ident.: PER-TOF-THR-FLX-10-00001718.0001001 / 28 JAN 11
Applicable to: ALL
In many cases the aircraft takes off with a weight lower than the maximum permissible takeoff
weight. When this happens, it can meet the required performance (runway, second segment,
obstacle,...) with a decreased thrust that is adapted to the weight : this is called FLEXIBLE TAKEOFF
and the thrust is called FLEXIBLE TAKEOFF THRUST.
The use of flexible takeoff thrust saves engine life.
CTV A320 FLEET

FCOM
PER-TOF-THR-FLX-10 P 1/2
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
USE OF FLEXIBLE TAKEOFF

USE OF FLEXIBLE TAKEOFF
Ident.: PER-TOF-THR-FLX-20-00001719.0001001 / 09 DEC 09
Applicable to: ALL
The pilot can use flexible takeoff when the actual takeoff weight is lower than the maximum
permissible takeoff weight for the actual temperature. The maximum permissible takeoff weight
decreases when temperature increases, so it is possible to assume a temperature at which
the actual takeoff weight would be the limiting one. This temperature is called FLEXIBLE
TEMPERATURE or assumed temperature and is entered in the FADEC via the MCDU PERF TO
page in order to get the adapted thrust.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
REQUIREMENTS
REQUIREMENTS
Ident.: PER-TOF-THR-FLX-30-00001792.0017001 / 15 MAR 11
Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.
The flexible takeoff N1 cannot be lower than the Max climb N1 at the same flight conditions.
The FADEC takes the above two constraints into account to determine flexible N1.
The above two constraints also limit the maximum flexible temperature at ISA+ 53 (68 C at sea
level).
The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff
flight path computation (at ISA +40).
The flexible temperature cannot be lower than the flat rating temperature, TREF ( ISA +29 up to
2 000 ft) (See Note), or the actual temperature (OAT).
Note:
TREF being a function of pressure altitude, read it on the takeoff chart.
Flexible takeoff is not permitted on contaminated runways.

The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any
engine deterioration, or maintain an adequate engine performance monitoring program to follow up
the engine parameters.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
REQUIREMENTS
Ident.: PER-TOF-THR-FLX-30-00001792.0013001 / 15 MAR 11
Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.
The flexible takeoff EPR cannot be lower than the Max climb EPR at the same flight conditions.
The FADEC takes the above two constraints into account to determine flexible EPR.
The above two constraints also limit the maximum flexible temperature at ISA + 55 (70 C at sea
level).
The flexible takeoff thrust cannot be lower than the Max Continuous thrust used for the final takeoff
flight path computation (at ISA +40).
The flexible temperature cannot be lower than the flat rating temperature, TREF (See Note), or the
actual temperature (OAT).
Note:
TREF being a function of pressure altitude, read it on the takeoff chart.
Flexible takeoff is not permitted on contaminated runways.

The operator should check the maximum thrust (TOGA) at regular intervals in order to detect any
engine deterioration, or maintain an adequate engine performance monitoring program to follow up
the engine parameters.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RECOMMENDATION
GENERAL
Ident.: PER-TOF-THR-FLX-40-00001720.0002001 / 23 FEB 11
Applicable to: ALL
In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust
reduction.
However, to improve the takeoff performance, the thrust can be increased by selecting a lower
flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
Select a temperature lower than the maximum determined one and keep the speeds defined at
maximum temperature or,
Move towards the left side (tailwind) of the takeoff chart while remaining within the same
configuration and looking for the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2).
Using one of the two above possibilities, check that the selected temperature is greater than the
actual temperature (OAT) and greater than the flat rating temperature (TREF).
TAKEOFF PROCEDURE
Ident.: PER-TOF-THR-FLX-40-00001721.0001001 / 28 JAN 11
Applicable to: ALL
Depending on environmental takeoff conditions, the following procedure is recommended.

CONDITIONS
Dry or wet well paved runway
High altitude takeoff

Badly paved runway
or
Accelerate stop distance limited
runway
CTV A320 FLEET

FCOM
PROCEDURE
Use the flap setting giving the highest
flexible temperature.
When flexible temperature difference
between two flap settings is low, use the
highest flap setting.
Use CONF2/CONF3
Use CONF2/CONF3
or
Move towards left side of the takeoff chart
REASON
Extend engine life and save
maintenance costs.
Improve comfort
Improve comfort
Improve stopping distance
A to B
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONDITIONS
Windshear expected along takeoff
path
Contaminated runway
CTV A320 FLEET

FCOM

PROCEDURE
Use maximum thrust
Use maximum thrust
(flex forbidden)

REASON
Maintain acceleration capability
Improve stopping distance

Decrease time on runway.
Required by regulations.
20 OCT 11
PERFORMANCE
TAKEOFF
A320
TAKEOFF CHARTS - INTRODUCTION
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS
Ident.: PER-TOF-TOC-05-00001704.0001001 / 21 MAR 11
Applicable to: ALL
Takeoff charts are required to provide performance at takeoff. It is possible to present the charts in
two different ways, one of which is selected by the airline. The different presentations are :
temperature entry (temperature provided in the left column)
weight entry (weight provided in the left column).
Both presentations are described here after. Sections PER-TOF-TOC-10, 12 and 14 are relative to
temperature entry while PER-TOF-TOC-16, 18 and 20 are relative to weight entry.
CTV A320 FLEET

FCOM
PER-TOF-TOC-05 P 1/2
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - INTRODUCTION
CTV A320 FLEET

FCOM
PER-TOF-TOC-05 P 2/2
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - GENERAL (TEMPERATURE ENTRY)
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Ident.: PER-TOF-TOC-10-10-00001705.0001001 / 23 FEB 11
Applicable to: ALL
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the figure charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
CTV A320 FLEET

FCOM
PER-TOF-TOC-10-10 P 1/2
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHART DESCRIPTION

GENERAL
Ident.: PER-TOF-TOC-10-20-00001706.0003001 / 03 MAR 11
The takeoff chart (RTOW : Regulatory Takeoff Weight) is calculated for a specific aircraft version
and for a particular runway specified at the top of the chart. The top of the chart also gives some
information about the runway and lists the calculation assumptions.
The chart is given for 2 different configurations and 5 wind values per configuration. This allows the
crew to select the configuration that gives either :
the highest permissible takeoff weight, or, for a given weight,
the highest flexible temperature.
If different configurations give equivalent performance, the crew should select the configuration
associated with the lowest takeoff speeds.
For each temperature value (and for a given configuration and wind), the chart provides the following
information :
The available limitation codes are :

First segment
Second segment
Runway length
Obstacles
Tire speed
Brake energy
Maximum computation weight
Final takeoff
VMU
CTV A320 FLEET

FCOM
:
:
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1
2
3
4
5
6
7
8
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
For each temperature value (and for a given configuration and wind), the chart provides the following
information :

First segment
Second segment
Runway length
Obstacles
Tire speed
Brake energy
Final takeoff
VMU
CTV A320 FLEET

FCOM
:
:
:
:
:
:
:
:
:
1
2
3
4
5
6
7
8
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CORRECTIONS DUE TO DIFFERENT TAKEOFF CONDITIONS

Ident.: PER-TOF-TOC-10-20-00014608.0001001 / 18 JUL 12
Applicable to: ALL
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections. Two types of correction are available :
Conservative corrections on Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS (to be
used when not provided on the chart).
Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg
(2 200 lb) and increasing V1, VR and V2 by 1 kt.
25 % CG is the basic certified limit, on which all takeoff computations are based. To
take into account the operational margins, the above penalties must be applied when
operational CG is forward 27 % CG.
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART

Applicable to: ALL
The corrections are presented on 4 lines:
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note:
The lower two lines may be shaded on certain chart formats.

MINIMUM SPEEDS

Applicable to: ALL
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
CTV A320 FLEET
FCOM
B to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
They are only applicable in case of speed corrections.

These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
FLEX TEMPERATURE INDICATOR
Applicable to: ALL
On the temperature entry chart, the temperature column may display asterisks or have a gray band
to indicate temperature values above TMAX and which are flex temperature.
CTV A320 FLEET

FCOM
D to E
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
Applicable to: ALL
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Applicable to: ALL
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note:
The crew need not compare the charts if the top of the wet runway chart specifies DRY
CHECK. (The comparison has already been inserted in the WET runway calculation).
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION OF TAKEOFF CHART

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
DESCRIPTION OF TAKEOFF CHART

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE OF TAKEOFF CHART

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE OF TAKEOFF CHART

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - MTOW CALCULATION (TEMPERATURE ENTRY)
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

DIRECT CHART READING
Applicable to: ALL
The takeoff chart is computed for a given runway under a set of conditions, which are:
OAT
Wind
Configuration
QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight. In case of equivalent performance, retain the configuration giving the
lower takeoff speeds.
For a given configuration, enter the chart with the OAT and wind value to determine the maximum
permissible weight. For an OAT or wind value not presented on the chart, interpolate between two
consecutive temperature rows and/or two consecutive wind columns. Conservative OAT or wind
values can also be considered. No extrapolation is allowed.
Ident.: PER-TOF-TOC-12-10-00001713.0002001 / 28 JAN 11
Applicable to: ALL
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS
Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS

Corrections are given for QNH 1 013 hPa, air conditioning ON, anti ice ON.
1. For the given wind and temperature conditions, read the maximum takeoff weight (choose the
configuration giving the highest weight).
2. Apply the published weight correction(s) to the maximum takeoff weight (for each correction) to
determine the maximum permissible takeoff weight.
3. Read the speeds associated with the maximum permissible takeoff weight by entering the chart
with the retained configuration and wind value.
CTV A320 FLEET

FCOM
A to C
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE 1
DATA:
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART)

Enter the 10 kt head wind column and interpolate for 25 C, CONF 1+F,
Maximum TO weight (1 000 kg) air conditioning OFF.............................................................82.1
Enter the 10 kt head wind column and interpolate for 25 C, CONF 2,
Retain CONF 2 as takeoff configuration as the speeds are lower.
Air conditioning correction....................................................................................................... -1.8
(Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS)
Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 80.3
Determine takeoff speeds for 80.3 (1 000 kg) in the 10 kt head wind column (CONF 2)
V1 = 152 kt, VR = 153 kt, V2 = 158 kt

EXAMPLE 1
DATA:
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Retain CONF 2 as takeoff configuration.
Maximum permissible TO weight (1 000 kg) air conditioning ON........................................ = 79.9
Determine takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column (CONF 2)
V1 = 152 kt, VR = 153 kt, V2 = 158 kt

EXAMPLE 1
DATA:
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.0
Maximum TO weight (1 000 lb) air conditioning OFF............................................................181.4
Maximum TO weight (1 000 lb) air conditioning OFF..........................................................181.45
Maximum permissible TO weight (1 000 lb) air conditioning ON......................................= 176.55
Determine takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column (CONF 2)
V1 = 153 kt, VR = 154 kt, V2 = 158 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS
Applicable to: ALL
(Refer to PER-TOF-CTA-10 GENERAL)

CORRECTIONS PRODUCED ON THE RTOW CHART
Ident.: PER-TOF-TOC-12-10-00005953.0004001 / 23 NOV 11
For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART

A description of this correction is given on Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE
CORRECTIONS ON TAKEOFF CHART. The list of corrections is not exhaustive, however the most
commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of
three corrections can be produced on one chart.
To apply the corrections, proceed as follows:
1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before
correction.
2. Apply the first correction:
If OAT is less than or equal to TVMC (line 3), apply W correction from line 1 and V1/VR/V2
corrections from line 2.
Else, (for OAT greater than TVMC), apply W correction from line 3 and V1/VR/V2 corrections
from line 4.
3. To combine a second (and third, as applicable) correction:
CTV A320 FLEET
FCOM
C to E
30 MAY 13
PERFORMANCE
TAKEOFF
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OPERATING MANUAL
Check that the resulting speeds are higher than the minimum speeds displayed on the RTOW
chart and that V2 is higher than the VMU limited speed (Refer to PER-TOF-TOD-25-20 MINIMUM
V2 LIMITED BY VMU/VMCA (KT IAS)).
If OAT is higher than TVMC (line 3) or if the above speed check is not fulfilled, apply W correction
from line 3 and V1/VR/V2 corrections from line 4. No speed check is required.
Note:
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater QNH
deviation.
When using a takeoff chart with failure cases, it is not allowed to combine two failure
cases.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW on Refer
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.
If asterisk or dotted lines appear in the correction boxes, refer to more conservative
corrections provided in the FCOM.
No speed check is required for the first correction. However, if the first influence
correction follows a conversative FCOM correction, a speed check is required.
EXAMPLE 2
DATA :
OAT
=
Head Wind =
QNH
=
WET runway
25 C
10 kt
1 028 hPa
Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

max TO weight (1 000 kg).......................................................................................................82.1
max TO weight (1 000 kg).......................................................................................................82.1
Retain CONF 2 for takeoff as the speeds are lower.
Read associated speeds as V1 = 156 kt, VR = 157 kt, V2 = 162 kt
Apply WET correction
For OAT < TVMC (54 C), W =............................................................................................. -1.2
Intermediate weight (1 000 kg).............................................................................................= 80.9
Associated speeds,
V1 = 156 kt - 10 = 146 kt
VR = 157 kt - 1 = 156 kt
V2 = 162 kt - 1 = 161 kt
(No speed check required for first correction)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Apply QNH correction

For OAT < TVMC (54 C), W = 0.2 15/10 =.....................................................................+ 0.3
Maximum permissible takeoff weight (1 000 kg).................................................................. = 81.2
Associated speeds,
V1 = 146 kt + 1 15/10 = 147 kt
VR = 156 kt + 1 15/10 = 158 kt
V2 = 161 kt + 1 15/10 = 163 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
TOW
82.1
82.1
- 1.2
80.9
+ 0.3
81.2
Takeoff Configuration : 2
V1
VR
156
156
-10
146
+1
147
157
157
-1
156
+2
158
V2
162
162
-1
161
+2
163

For example: Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART

commonly used corrections are wet runway, QNH, air conditioning and/or anti ice. A maximum of
1. Enter the chart with given OAT and wind to determine the maximum takeoff weight before
correction.
from line 4.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater QNH
deviation.
cases.
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet correction first.
correction follows a conversative FCOM correction, a speed check is required.
EXAMPLE 2
DATA :
OAT
=
Head Wind =
QNH
=
WET runway
25 C
10 kt
1 028 hPa
Use the chart : Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.

max TO weight (1 000 lb)......................................................................................................181.0
max TO weight (1 000 lb)......................................................................................................181.4
Retain CONF 2 for takeoff.
For OAT < TVMC (54 C), W =............................................................................................- 2.8
Intermediate weight (1 000 lb)............................................................................................= 178.6
Associated speeds,
V1 = 157 kt - 10 = 147 kt
VR = 157 kt - 1 = 156 kt
V2 = 162 kt - 1 = 161 kt
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

For OAT < TVMC (54 C), W = 0.5 15/10 =.....................................................................+ 0.8
Maximum permissible takeoff weight (1 000 lb)................................................................. = 179.4
Associated speeds,
V1 = 147 kt + 1 15/10 = 148 kt
VR = 156 kt + 1 15/10 = 158 kt
V2 = 161 kt + 1 15/10 = 163 kt
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
TOW
181.4
Takeoff Configuration : 1 + F
V1
VR
157
157
181.4
- 2.8
178.6
+ 0.8
179.4
157
-10
147
+1
148
157
-1
156
+2
158
V2
162
162
-1
161
+2
163
COMBINING CORRECTIONS FROM FCOM AND CHART

Proceed as follows:
1. Enter the chart with selected configuration, OAT and wind to read the maximum takeoff weight.
2. Apply corrections from FCOM to determine an intermediate weight. Interpolate associated speeds
for intermediate weight in the same column (same wind and configuration).
3. Apply corrections from RTOW chart as explained above.
EXAMPLE 3
DATA :
OAT
= 25 C
Head wind = 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway
1. Use the chart (Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART).

Max TO weight (1 000 kg) air conditioning OFF..................................................................... 82.1
CTV A320 FLEET

FCOM
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30 MAY 13
PERFORMANCE
TAKEOFF
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FLIGHT CREW
OPERATING MANUAL
Retain CONF 2 for takeoff configuration.

2. First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
Air conditioning correction....................................................................................................... - 2.2
Intermediate weight.............................................................................................................. = 79.9
Interpolate takeoff speeds for 79.9 (1 000 kg) in the 10 kt head wind column,
V1 = 152 kt , VR = 153 kt , V2 = 158 kt
3. Apply WET correction
For OAT < TVMC (54 C), W =............................................................................................. -1.2
Associated speeds,
V1 = 152 kt - 10 = 142 kt
VR = 153 kt - 1 = 152 kt
V2 = 158 kt - 1 = 157 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table
For OAT < TVMC (54 C), W = 0.2 15/10 =......................................................................+0.3
Max permissible takeoff weight............................................................................................ = 79.0
Associated speed,
V1 = 142 kt + 1 15/10 = 143 kt
VR = 152 kt + 1 15/10 = 154 kt
V2 = 157 kt + 1 15/10 = 159 kt
Check that the speeds are higher than minimum speeds from the chart and from VMU table. (It
is reminded that if the speed checks are not fulfilled, the corrections must be recalculated using
those provided on lines 3 and 4).
Since the speed check is fulfilled:
Max permissible takeoff weight = 79.0 (1 000 kg)
V1 = 143 kt, VR = 154 kt, V2 = 159 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
CTV A320 FLEET

FCOM
TOW
V1
VR
82.1
- 2.2
79.9
- 1.2
78.7
+ 0.3
79.0
152
-10
142
+1
143
V2
153
-1
152
+2
154
158
-1
157
+2
159
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Proceed as follows:
EXAMPLE 3
DATA :
OAT
= 25 C
Head wind = 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway

Retain CONF 2 for takeoff configuration as the speeds are lower.
Air conditioning correction....................................................................................................... - 1.8
V1 = 152 kt , VR = 153 kt , V2 = 158 kt
For OAT < TVMC (54 C), W =............................................................................................. -1.2
Associated speeds,
V1 = 152 kt - 10 = 142 kt
VR = 153 kt - 1 = 152 kt
V2 = 158 kt - 1 = 157 kt
For OAT < TVMC (54 C), W = 0.2 15/10 =......................................................................+0.3
Max permissible takeoff weight............................................................................................ = 79.4
Associated speed,
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
V1 = 142 kt + 1 15/10 = 143 kt

VR = 152 kt + 1 15/10 = 154 kt
V2 = 157 kt + 1 15/10 = 159 kt
Max permissible takeoff weight = 79.4 (1 000 kg)
V1 = 143 kt, VR = 154 kt, V2 = 159 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
TOW
V1
VR
82.1
- 1.8
80.3
- 1.2
79.1
+ 0.3
79.4
152
-10
142
+1
143
V2
153
-1
152
+2
154
158
-1
157
+2
159

Proceed as follows:
EXAMPLE 3
DATA :
OAT
= 25 C
Head wind = 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway

Max TO weight (1 000 lb) air conditioning OFF.................................................................. 181.05
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Air conditioning correction........................................................................................................ -4.9
Intermediate weight.......................................................................................................... = 176.55
Interpolate takeoff speeds for 176.55 (1 000 lb) in the 10 kt head wind column,
V1 = 153 kt , VR = 154 kt , V2 = 158 kt
For OAT < TVMC (54 C), W =............................................................................................. -2.8
Intermediate weight.......................................................................................................... = 173.75
Associated speeds,
V1 = 153 kt - 10 = 143 kt
VR = 154 kt - 1 = 153 kt
V2 = 158 kt - 1 = 157 kt
For OAT < TVMC (54 C), W = 0.5 15/10 =......................................................................+0.7
Max permissible takeoff weight........................................................................................ = 174.45
Associated speed,
V1 = 143 kt + 1 15/10 = 144 kt
VR = 153 kt + 1 15/10 = 155 kt
V2 = 157 kt + 1 15/10 = 159 kt
Max permissible takeoff weight = 174.45 (1 000 lb)
V1 = 144 kt, VR = 155 kt, V2 = 159 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
CTV A320 FLEET

FCOM
TOW
Takeoff Configuration: 2
V1
VR
181.45
-4.9
176.55
-2.8
173.75
+0.7
174.45
153
-10
143
+1
144
V2
154
-1
153
+2
155
158
-1
157
+2
159
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
Applicable to: ALL
For a takeoff weight lower than those displayed on the chart, associated speeds are calculated as
follows :
1. For given configuration and wind, note the speeds associated with the takeoff weight in the row
displaying the highest permissible temperature.
2. Apply speed corrections provided at the bottom of the RTOW chart to V1, VR and V2 limited to the
minimum speeds.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
MAXIMUM STRUCTURAL TAKEOFF WEIGHT

Applicable to: ALL
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in Refer to LIM-11 Weight Limitations. Compare the maximum
structural takeoff weight to the maximum permissible takeoff weight computed for given conditions
and retain the lower of the two values.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
SUMMARY
SUMMARY
Applicable to: ALL
The following flow diagram gives the different steps to follow.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - FLEXIBLE TAKEOFF (TEMPERATURE ENTRY)
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERAL
Applicable to: ALL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
Enter the RTOW chart with the wind condition to interpolate for the actual takeoff weight. Read the
flexible temperature in the temperature column corresponding to the actual weight.
Repeat this process for the other configuration available. Select the configuration giving the
highest flexible temperature.
Applicable to: ALL
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 C. V1, VR
and V2 must be increased by 1 kt.


Corrections are given for QNH 1 013 hPa , air conditioning ON, anti ice ON.
1. For a given takeoff weight, wind condition and selected configuration, determine the flexible
temperature. Retain the takeoff speeds associated with the actual weight.
2. Apply the published temperature correction. To combine two or more corrections, add the
different corrections and apply to temperature value.
(No speed corrections required).
CTV A320 FLEET

FCOM
A to C
30 MAY 13
PERFORMANCE
TAKEOFF
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FLIGHT CREW
OPERATING MANUAL
EXAMPLE 4
DATA :
Actual takeoff weight = 76 000 kg

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Use the chart Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.
Determine the maximum permissible takeoff weight (Refer to PER-TOF-TOC-12-10
CONSERVATIVE CORRECTIONS FOR QNH AND BLEEDS). The actual weight being lower
than the maximum one, flexible takeoff is possible.
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.............................................................................................................. 52 C
Enter the 10 kt head wind column and interpolate for 76 000 kg, CONF 2,
Takeoff speeds are V1 = 150 kt, VR = 150 kt, V2 = 155 kt
Flexible temperature with air conditioning OFF.....................................................................52 C
Air conditioning correction .....................................................................................................-7 C
Maximum flexible temperature........................................................................................... = 45 C

EXAMPLE 4
DATA :

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL


EXAMPLE 4
DATA :
Actual takeoff weight = 180 000 lb

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F,
Enter the 10 kt head wind column and interpolate for 180 000 lb, CONF 2,
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CORRECTIONS FOR WET RUNWAY
Applicable to: ALL

Ident.: PER-TOF-TOC-14-10-00012739.0007001 / 06 APR 11

commonly used corrections are wet runway, QNH, air conditioning and/or anti-icing. A maximum of
To apply the correction, proceed as follows:
1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read
flexible temperature associated with this weight.
If the flexible temperature is less than or equal to TVMC (line 3), apply Tflex correction from line 1
and apply speed corrections (V1/VR/V2) from line 2.
Else, (flexible temperature greater than TVMC), apply Tflex from line 3 and V1/ VR/ V2
Check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)). If V2 is lower than V2 limited by VMU, flexible takeoff is not possible. Set
TOGA thrust and retain the speeds associated with maximum permissible takeoff weight or the
speeds read in the chart of the actual weight if they are all lower.
No speed correction is required for QNH and bleeds influence (Not applicable to maximum takeoff
weight determination).
CTV A320 FLEET

FCOM
C to E
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
3. To combine a second and/or a third correction, proceed as per point 2.

4. Check that the final flexible temperature is:
higher than OAT and TREF
limited to TMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU.
If the check is not fulfilled, (final flexible temperature lower than OAT or TREF), no flexible
takeoff is possible.
Use TOGA thrust and retain speeds that have been calculated for the maximum permissible
takeoff weight. (Refer to PER-TOF-TOC-14-20 FLEXIBLE TAKEOFF NOT POSSIBLE)
Note:
QNH correction is given for 10 hPa. It is allowed to extrapolate linearly for greater QNH
deviation.
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.
Note:
When the flexible temperature is higher than TVMC, it is allowed to limit the flexible
temperature to TVMC and apply only corrections from lines 1 and 2.
EXAMPLE 5
DATA
Actual = 76 000 kg
takeoff
weight
Head = 10 kt
wind
QNH = 1 028 hPa
WET runway
Air conditioning OFF
Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine
the maximum permissible takeoff weight (see example 2). The actual weight being lower than the
maximum one, flexible takeoff is possible.
Enter the10 kt head wind column and interpolate for 76 000 kg, CONF 1 + F,
Flexible temperature.................................................................................................................. 52 C
Equivalent performance is obtained from the two different configurations.
Retain CONF 2 as the speeds are lower.
For flexible temperature < TVMC (54 C), Tflex =...................................................................-2 C
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
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OPERATING MANUAL
Intermediate flex temperature................................................................................................ = 50 C

Associated speeds,
V1 = 149 kt 10 = 139 kt
VR = 150 kt 1= 149 kt
V2 = 150 kt 1 = 154 kt
Check V2 against VMU limitation Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)
For flex temperature < TVMC (54 C), Tflex =......................................................................... 0 C
Maximum flexible temperature............................................................................................... = 50 C
Check that OAT/TREF < flex temperature TMAXFLEX
No speed correction.
Tflex
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
52
Takeoff Configuration: 1 + F
V1
VR
149
150
V2
155
52
149
150
155
50
139
149
154
50
139
149
154
-2
0
-10
-1
-1
0


1. Enter the chart with wind and selected configuration. Interpolate for actual takeoff weight. Read
flexible temperature associated with this weight.
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

speeds read in the chart of the actual weight if they are all lower.
higher than OAT and TREF
limited to TMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU.
Note:
deviation.
to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART, apply the wet influence first.
Note:
EXAMPLE 5
DATA
Actual = 180 000 lb

takeoff
weight
Head = 10 kt
wind
QNH = 1 028 hPa
WET runway
Use the chart from Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART. Determine
the maximum permissible takeoff weight (see example 2). The actual weight being lower than the
maximum one, flexible takeoff is possible.
Enter the10 kt head wind column and interpolate for 180 000 lb, CONF 1 + F,
Enter the10 kt head wind column and interpolate for 180 000 lb, CONF 2,
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Equivalent performance is obtained from the two different configurations.
Retain CONF 2 as the speeds are lower.
Associated speeds,
V1 = 155 kt 10 = 145 kt
VR = 155 kt 1 = 154 kt
V2 = 160 kt 1 = 159 kt
Check V2 against VMU limitation on FCOM Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED
BY VMU/VMCA (KT IAS).
For flex temperature < TVMC (54 C), Tflex =......................................................................... 0 C
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Tflex
36
V1
VR
155
155
V2
160
36
155
155
160
34
145
154
159
34
145
154
159
-2
0
-10
-1
-1
0

1. Apply corrections from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
2. Apply corrections from the RTOW chart.
Apply speed corrections except for QNH and bleed influences.
CTV A320 FLEET

FCOM
E to F
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE 6
DATA:

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway
Use the chart (Refer to PER-TOF-TOC-10-20 DESCRIPTION OF THE CORRECTIONS
ON TAKEOFF CHART). Determine the maximum permissible takeoff weight (Refer to
PER-TOF-TOC-12-10 COMBINING CORRECTIONS FROM FCOM AND CHART: example 3).
The actual weight being lower than the maximum one, flexible takeoff is possible.
First, apply the correction (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS).
Flexible temperature with air conditioning OFF.........................................................................52 C
Air conditioning correction.......................................................................................................... -3 C
Intermediate flexible temperature...........................................................................................= 49 C
For flexible temperature < TVMC (54 C), Tflex = ..................................................................-1 C
Associated speeds,
V1 = 150 kt - 5 = 145 kt
VR = 150 kt - 1 = 149 kt
V2 = 155 kt - 1 = 154 kt
Check V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS).
For flexible temperature < TVMC (54 C), Tflex =....................................................................0 C
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value

Tflex
52
-3
V1
VR
150
150
0
V2
155
0
49
150
150
155
49
145
149
154
49
145
149
154
0
0
-5
-1
-1
0

EXAMPLE 6
DATA:

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Associated speeds,
V1 = 150 kt - 5 = 145 kt
VR = 150 kt - 1 = 149 kt
V2 = 155 kt - 1 = 154 kt
Check V2 against VMU limitation on Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS).
Tflex
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
52
-7
V1
VR
150
150
0
V2
155
0
45
150
150
155
44
145
149
154
44
145
149
154
-1
0
-5
-1
-1
0

EXAMPLE 6
DATA:

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 028 hPa
WET runway
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Enter the 10 kt head wind column and interpolate for 180 000 lb , CONF 1 + F,
Associated speeds,
V1 = 155 kt - 10 = 145 kt
VR = 155 kt - 1 = 154 kt
V2 = 160 kt - 1= 159 kt
Since speed correction on V2 is 0, no V2 check against VMU limitation is necessary.
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
CTV A320 FLEET

FCOM
Tflex
36
-7
V1
VR
155
155
0
V2
160
0
29
155
155
160
27
145
154
159
27
145
154
159
-2
0
-10
0
-1
0
-1
0
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
FLEXIBLE TAKEOFF NOT POSSIBLE

Applicable to: ALL
In some cases when the actual takeoff weight is lower than the maximum permissible one but no
flexible takeoff possible (that is flexible temperature lower than TREF or OAT) :
It is mandatory to use TOGA thrust
You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
SUMMARY
SUMMARY
Applicable to: ALL
The flow diagram gives the different steps to follow.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - GENERAL (WEIGHT ENTRY)
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Applicable to: ALL
Takeoff optimization is calculated for a given runway and its obstacles and for given conditions of
flap setting, temperature, wind and QNH. The calculation produces a maximum permissible takeoff
weight (or a maximum takeoff temperature for an actual weight).
The takeoff thrust produced by the engine varies as follows :
The optimization process calculates the speeds which will produce the maximum takeoff weight.
To do so, it takes into account the different takeoff limitations such as TOD, ASD, TOR, second
segment..., as shown on the charts below.
On a typical runway, the performance of a twin engine aircraft, is generally limited by the one engine
out operation at takeoff. The optimum V2/VS and optimum V1/VR are consequently unique.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHART DESCRIPTION

GENERAL
The left column of the chart contains weight entry. For each weight entry (and for a given
configuration and wind), the chart provides the following information :
Note:
The takeoff weight is the sum of the weight entry and the delta weight.

First segment
Second segment
Runway length
Obstacles
Tire speed
Brake energy
Final takeoff
VMU
CTV A320 FLEET
FCOM
:
:
:
:
:
:
:
:
:
1
2
3
4
5
6
7
8
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-TOF-TOC-16-20-00001728.0004001 / 10 DEC 09
The left column of the chart contains weight entry. For each weight entry (and for a given
configuration and wind), the chart provides the following information :
Note:
The takeoff weight is the sum of the weight entry and the delta weight.

First segment
Second segment
Runway length
Obstacles
Tire speed
Brake energy
Final takeoff
VMU
CTV A320 FLEET

FCOM
:
:
:
:
:
:
:
:
:
1
2
3
4
5
6
7
8
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Applicable to: ALL
Each takeoff chart is computed for a given set of conditions (air conditioning, QNH, anti ice...)
specified at the top of the chart. If the actual takeoff conditions are different, the crew must apply
corrections.
Two types of corrections are available :
Conservative corrections (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS) (to be
used when not provided on the chart).
Corrections (less restrictive) listed on the chart, to be applied as explained below.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can find the takeoff
performance at a more forward CG by decreasing the takeoff weight by 1 000 kg (2 200 lb)
and increasing V1, VR and V2 by 1 kt.
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART

Applicable to: ALL
The corrections are presented on 4 lines :
TVMC is a temperature value given per column. This is a fictitious value that indicates the
temperature above which the speeds are close to a VMC limitation or are VMC limited.
Note:
The lower two lines may be shaded on certain chart formats.

MINIMUM SPEED

Applicable to: ALL
Minimum V1/VR/V2 due to VMC are provided on the bottom right side of the takeoff chart.
They are only applicable in case of speed corrections.
CTV A320 FLEET

FCOM
B to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
These speeds are conservative. They may be slightly higher than V1/VR/V2 displayed on the takeoff
chart.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
ADDITIONAL INFORMATION
ONE ENGINE OUT CLIMB PROCEDURE
Applicable to: ALL
The performance given in the chart is consistent with the flight path specified for the aircraft with one
engine out and takes into account significant obstacles.
When the procedure to be followed is not the standard instrument departure, the chart describes a
specific procedure (EOSID).
When the specified procedure requires a turn, except if otherwise stated on the RTOW chart, the turn
should be performed with a maximum bank of 15 until the aircraft reaches 1 500 ft or until green
dot.
The acceleration height (or altitude) ensures that the net flight path clears the highest obstacle by
at least 35 ft when accelerating in level flight to green dot speed after an engine failure, in the most
adverse conditions.
TAKEOFF ON A WET RUNWAY
Applicable to: ALL
Takeoff charts computed for wet runway with a 15 ft screen height and/or use of reverse thrust may
produce, in some conditions, a maximum takeoff weight (or flexible temperature) higher than that
obtained for a dry runway. It is thus mandatory to compare both charts (dry and wet) and retain the
lower of the two weights (or flexible temperature) and the associated speeds determined for a wet
runway.
Note:
The crew need not compare the charts if the top of the wet runway chart specifies DRY
CHECK. (The comparison has already been inserted in the WET runway calculation).
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RTOW CHARTS - COMPLEMENTARY INFORMATION

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RTOW CHARTS - COMPLEMENTARY INFORMATION

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RTOW EXAMPLE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RTOW EXAMPLE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - MTOW CALCULATION (WEIGHT ENTRY)
DETERMINATION OF MAXIMUM TAKEOFF WEIGHT AND SPEEDS

GENERAL
Applicable to: ALL
The takeoff chart is computed for a given runway under a set of conditions, which are :
OAT
Wind
Configuration
QNH, air conditioning, anti ice...
Two configurations are produced on the chart. This enables the crew to select that giving the highest
permissible takeoff weight.
In case of equivalent performance, retain the configuration giving the lower takeoff speeds.
MTOW DETERMINATION
Applicable to: ALL
Enter the chart with the given configuration and actual wind column reading the temperature value.
This temperature value stands for the OAT. Read the maximum takeoff weight corresponding to
the actual OAT. Note that it is allowed to interpolate between two consecutive lines to obtain the
maximum takeoff weight.
It is reminded that the takeoff weight is the sum of the weight entry and the delta weight. Similarly
determine the takeoff speeds associated with the maximum takeoff weight.
In some cases, it may happen that the first temperature value (displayed for the highest weight entry)
is higher than OAT. In this case, it is allowed to extrapolate the weight value to avoid unnecessary
penalty. Use the Grad 1/Grad 2 gradients provided at the bottom of the corresponding column.
CORRECTION TO WEIGHT
Grad 1/Grad 2 are gradients provided for both sides of the flat rating temperature (TREF).
Grad 1 applies to temperatures below TREF and Grad 2 applies above TREF.
Read the lowest temperature of the column (corresponding to the highest weight entry).
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
If the lowest temperature and OAT are above TREF.

Obtain weight increment by multiplying Grad 2 by the difference in temperature between OAT
and lowest temperature. Add this weight increment to the maximum takeoff weight calculated
for the lowest temperature.
If the lowest temperature and OAT are below TREF.
Obtain weight increment by multiplying Grad 1 by the difference in temperature between OAT
and lowest temperature. Add this weight increment to the maximum takeoff weight calculated
for the lowest temperature.
If OAT is below TREF and lowest temperature is above TREF.
The weight increment is calculated in two steps. Step one is multiplying Grad 2 by temperature
difference between lowest temperature and TREF. Step two is multiplying Grad 1 by
temperature difference between TREF and OAT. Add results from step one and two to
maximum takeoff weight calculated for lowest temperature.
Note:
Use the weight gradients only to extrapolate above the maximum weight shown in the
RTOW chart. They are not valid for interpolation between two boxes, between filled
boxes or between one filled and one blank box.
Repeat the above process for the other available configuration and retain the configuration giving
the highest takeoff weight.
Applicable to: ALL
Retain the maximum takeoff weight, associated configuration and speeds from above.
For conditions different from those of the chart, apply relevant corrections.
1. For the given wind and temperature conditions, determine the maximum takeoff weight (choose
the configuration giving the highest weight).
with the retained configuration and weight value.
CTV A320 FLEET

FCOM
B to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE A
DATA :
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Use the chart from (Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).
Enter the 10 kt head wind column CONF 1 + F, to read for 25 C
The lowest temperature of the column is 45 C, use Grad 1/Grad 2 to extrapolate the maximum
takeoff weight.
MAX TO weight (1 000 kg) air conditioning OFF = 80.6 + 0.46 1 + 0.06 19 = 82.2
Enter the 10 kt head wind column CONF 2, to read for 25 C
takeoff weight.
Retain CONF 1 + F as takeoff configuration.
Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2
Air conditioning correction (PER_TOF_TOD_24 QNH/BLEEDS CORRECTION)........................-2.2
Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.0
Determine takeoff speeds for 80.0 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =
155 kt, VR = 156 kt, V2 = 158 kt
EXAMPLE A
DATA :
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
takeoff weight.
MAX TO weight (1 000 lb) air conditioning OFF = 180.1 + 0.14 7 = 181.0
takeoff weight.
Maximum TO weight (1 000 lb) air conditioning OFF................................................................180.4
Maximum permissible TO weight (1 000 lb) air conditioning ON........................................... = 175.5
Determine takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column (CONF 2) V1 =
154 kt, VR = 155 kt, V2 = 160 kt
EXAMPLE A
DATA :
OAT
= 25 C
Head Wind = 10 kt
Air conditioning ON
QNH
= 1 013 hPa
takeoff weight.
takeoff weight.
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Retain CONF 1 + F as takeoff configuration.

Maximum TO weight (1 000 kg) air conditioning OFF................................................................ 82.2
Maximum permissible TO weight (1 000 kg) air conditioning ON............................................ = 80.4
Determine takeoff speeds for 80.4 (1 000 kg) in the 10 kt head wind column (CONF 1 + F) V1 =
155 kt, VR = 156 kt, V2 = 158 kt
V1 = 155 kt, VR = 156 kt, V2 = 158 kt
CORRECTIONS FOR WET OR CONTAMINATED RUNWAYS
Applicable to: ALL

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).

A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is not
exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning
and/or anti ice. A maximum of three corrections can be produced on one chart.
1. Determine the maximum takeoff weight before correction for the given OAT and wind condition.
from line 4.
CTV A320 FLEET

FCOM
D to F
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
deviation.
cases.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to
PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.
correction follows a conservative FCOM correction, a speed check is required.
EXAMPLE B
DATA :
OAT
= 45 C
Head wind
= 10 kt
QNH
= 998 hPa
WET runway
Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
Enter the 10 kt head wind column CONF 1+F, to read for 45 C
max TO weight (1 000 kg).......................................................................................................80.6
max TO weight (1 000 kg).......................................................................................................80.3
Retain CONF 1+F for takeoff
For OAT < TVMC (69 C), W =........................................................................................... 0.7
Intermediate weight (1 000 kg).............................................................................................= 79.9
Associated speeds,
V1 = 155 kt 8 = 147 kt
VR = 156 kt 2 = 154 kt
V2 = 158 kt 2 = 156 kt
For OAT < TVMC (61 C), W = 0.7 15/10 =..................................................................... 1
Maximum permissible takeoff weight (1 000 kg).................................................................. = 78.9
Associated speeds,
V1 = 147 kt 1 15/10 = 145 kt
VR = 154 kt 1 15/10 = 153 kt
V2 = 156 kt 1 15/10 = 155 kt
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value

TOW
80.6
80.6
- 0.7
79.9
-1
78.9
V1
VR
155
156
155
-8
147
-2
145
V2
156
-2
154
-1
153
158
158
-2
156
-1
155

(Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE).

A description of this correction is given in PER-TOF-TOC-16-20 (Refer to PER-TOF-TOC-16-20
DESCRIPTION OF THE CORRECTIONS ON TAKEOFF CHART). The list of corrections is not
exhaustive, however the most commonly used corrections are wet runway, QNH, air conditioning
and/or anti ice. A maximum of three corrections can be produced on one chart.
1. Determine the maximum takeoff weight before correction for the given OAT and wind condition.
from line 4.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
deviation.
cases.
Corrections from the chart must be applied from top to bottom, i.e. in the RTOW (Refer to
PER-TOF-TOC-16-30 RTOW EXAMPLE), apply the wet correction first.
correction follows a conservative FCOM correction, a speed check is required.
EXAMPLE B
DATA :
OAT
=
Head wind
=
QNH
=
WET runway
40 C
10 kt
998 hPa
Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.

Enter the 10 kt head wind column CONF 1+F, to read for 40 C
max TO weight (1 000 lb)......................................................................................................175.9
max TO weight (1 000 lb)......................................................................................................177.1
Retain CONF 2 for takeoff
For OAT < TVMC (69 C), W =........................................................................................... 1.9
Intermediate weight (1 000 lb)............................................................................................= 175.2
Associated speeds,
V1 = 154 kt 9 = 145 kt
VR = 155 kt 2 = 153 kt
V2 = 160 kt 2 = 158 kt
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

For OAT < TVMC (61 C), W = 1.7 15/10 =.................................................................. 2.6
Maximum permissible takeoff weight (1 000 lb)................................................................. = 172.6
Associated speeds,
V1 = 145 kt 1 15/10 = 143 kt
VR = 153 kt 1 15/10 = 152 kt
V2 = 158 kt 1 15/10 = 157 kt
TOW
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
177.1
V1
VR
154
155
177.1
- 1.9
175.2
- 2.6
172.6
154
-9
145
-2
143
155
-2
153
-1
152
V2
160
160
-2
158
-1
157

Proceed as follows:
1. Determine the maximum takeoff weight by entering the chart with selected configuration, OAT and
wind.
EXAMPLE C
DATA
OAT = 25 C
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
1. Use the chart Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.

CTV A320 FLEET
FCOM
F to G
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Retain CONF 1 + F for takeoff configuration.

2. First, apply the correction Refer to PER-TOF-TOD-24 EFFECT OF QNH AND BLEEDS.
V1 = 155 kt, VR = 156 kt, V2 = 158 kt
For OAT < TVMC (69 C), W =............................................................................................. -0.7
Associated speeds,
V1 = 155 kt - 8 = 147 kt
VR = 156 kt - 2 = 154 kt
V2 = 158 kt - 2 = 156 kt
For OAT < TVMC (61 C), W = -0.7 15/10 =........................................................................ -1
Maximum permissible takeoff weight....................................................................................= 78.3
Associated speed,
V1 = 147 kt - 1 15/10 = 145 kt
VR = 154 kt - 1 15/10 = 153 kt
V2 = 156 kt - 1 15/10 = 155 kt
MAX permissible takeoff weight = 78.3 (1 000 kg)
V1 = 145 kt, VR = 153 kt, V2 = 155 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
CTV A320 FLEET

FCOM
V1
VR
TOW
82.2
-2.2
V2
80.0
155
156
158
79.3
147
154
156
78.3
145
153
155
-0.7
-8
-1
-2
-2
-1
-2
-1
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Proceed as follows:
wind.
EXAMPLE C
DATA
OAT = 25 C
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway

V1 = 155 kt, VR = 156 kt, V2 = 158 kt
For OAT < TVMC (69 C), W =............................................................................................. -0.7
Associated speeds,
V1 = 155 kt - 8 = 147 kt
VR = 156 kt - 2 = 154 kt
V2 = 158 kt - 2 = 156 kt
For OAT < TVMC (61 C), W = -0.7 15/10 =........................................................................ -1
Maximum permissible takeoff weight....................................................................................= 78.7
Associated speed,
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
V1 = 147 kt - 1 15/10 = 145 kt

VR = 154 kt - 1 15/10 = 153 kt
V2 = 156 kt - 1 15/10 = 155 kt
MAX permissible takeoff weight = 78.7 (1 000 kg)
V1 = 145 kt, VR = 153 kt, V2 = 155 kt.
V1
VR
TOW
82.2
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
-1.8
V2
80.4
155
156
158
79.7
147
154
156
78.7
145
153
155
-0.7
-9
-1
-2
-2
-1
-2
-1

Proceed as follows:
wind.
EXAMPLE C
DATA
OAT = 25 C
Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway

CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Max TO weight (1 000 lb) air conditioning OFF.................................................................... 180.4
Intermediate weight............................................................................................................ = 175.5
Interpolate takeoff speeds for 175.5 (1 000 lb) in the 10 kt head wind column,
V1 = 154 kt, VR = 155 kt, V2 = 160 kt
For OAT < TVMC (69 C), W =............................................................................................. -1.9
Intermediate weight............................................................................................................ = 173.6
Associated speeds,
V1 = 154 kt - 9 = 145 kt
VR = 155 kt - 2 = 153 kt
V2 = 160 kt - 2 = 158 kt
For OAT < TVMC (61 C), W = -1.7 15/10 =......................................................................-2.6
Maximum permissible takeoff weight..................................................................................= 171.0
Associated speed,
V1 = 145 kt - 1 15/10 = 143 kt
VR = 153 kt - 1 15/10 = 152 kt
V2 = 158 kt - 1 15/10 = 157 kt
MAX permissible takeoff weight = 171.0 (1 000 lb)
V1 = 143 kt, VR = 152 kt, V2 = 157 kt.
TOW (RTOW)
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
CTV A320 FLEET

FCOM
V1
VR
TOW
180.4
-4.9
V2
175.5
154
155
173.6
145
153
158
-1.9
-9
-2
160
-2
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
QNH Correction
Final value
CTV A320 FLEET

FCOM

V1
VR
V2
-2
-1
-1
TOW
-2.6
171.0
143
152
157
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXTRAPOLATION
EXTRAPOLATION
Applicable to: ALL
For OAT lower than the lowest temperature value of a wind column, it is possible to obtain a higher
maximum permissible takeoff weight by using Grad 1/Grad 2 values. Refer to PER-TOF-TOC-18-10
MTOW DETERMINATIONfor more details.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Applicable to: ALL
The maximum structural takeoff weight is a weight limitation depending on the aircraft. This limitation
is provided in the Flight Manual and in the limitation chapter (Refer to LIM-11 Weight Limitations).
Compare the maximum structural takeoff weight to the maximum permissible takeoff weight
computed for given conditions and retain the lower of the two values.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
SUMMARY
SUMMARY
Applicable to: ALL
The following flow diagram gives the different steps to follow.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CHARTS - FLEXIBLE TAKEOFF (WEIGHT ENTRY)
DETERMINATION OF FLEXIBLE TAKEOFF TEMPERATURE AND SPEEDS

GENERAL
Applicable to: ALL
Before determining the flexible temperature, calculate the maximum permissible takeoff weight (see
previous section) and ensure that the actual takeoff weight is lower than the determined maximum
takeoff weight.
For a given configuration and wind value, enter the RTOW chart with the actual takeoff weight
to read the flexible temperature and associated speeds. It is reminded that the takeoff weight is
the sum of the weight entry and the delta weight displayed in each box. It is allowed to interpolate
between two consecutive rows and/or columns for weight and for wind values not displayed on the
chart.
Repeat this process for the other configuration available. Select that configuration giving the
highest flexible temperature.
Applicable to: ALL
When the takeoff conditions are different from those provided on the chart, apply the associated
corrections.
Note:
If the RTOW chart is based on the CG being at 25 %, the crew can determine the flexible
temperature at a more forward CG by decreasing the flexible temperature by 2 C. V1, VR
and V2 must be increased by 1 kt.

1. For a given takeoff weight, wind condition and selected configuration, read the flexible
2. Apply the published temperature correction. To combine two or more corrections, add the different
corrections and apply to temperature value.
CTV A320 FLEET

FCOM
A to C
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE D
DATA :

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum
permissible takeoff weight (Refer to PER-TOF-TOC-18-10 CONSERVATIVE CORRECTIONS
FOR QNH AND BLEEDS). The actual weight being lower than the maximum one, flexible takeoff
is possible.
EXAMPLE D
DATA :

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
is possible.
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE D
DATA :

Head wind
= 10 kt
Air conditioning ON
QNH
= 1 013 hPa
is possible.
Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1 + F,
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Applicable to: ALL
Refer to PER-TOF-CTA-10 GENERAL

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TO

DIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the most
1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible
temperature associated with this weight.
speeds read in the chart for the actual weight if they are all lower.
Higher than OAT and TREF
Limited toTMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU
CTV A320 FLEET
FCOM
C to E
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater
QNH deviation.
Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on
Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first
Note:
EXAMPLE E
DATA :

Head wind
= 10 kt
QNH
= 998 hPa
WET runway
Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
CORRECTIONS PRODUCED ON THE RTOW CHART)
Enter the 10 kt head wind column and interpolate for 68 000 kg, CONF 1+F,
Retain CONF 1+F as the flexible temperature is higher.
Associated speeds,
V1 = 153 kt 8 = 145 kt
VR = 153 kt 2 = 151 kt
V2 = 154 kt 2 = 152 kt
check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS) ).
For flex temperature TVMC (61 C), Tflex =....................................................................... 3 C
Check that OAT/TREF > flex temperature TMAXFLEX
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Tflex
67
V1
VR
153
67
2
65
3
62
153
8
145
0
145
153
153
2
151
0
151
V2
154
154
2
152
0
152

A description of this correction is given on Refer to PER-TOF-TOC-16-20 CORRECTIONS DUE TO

DIFFERENT TAKEOFF CONDITIONS. The list of corrections is not exhaustive, however the most
1. Enter the chart with selected configuration, wind and actual takeoff weight to read the flexible
temperature associated with this weight.
speeds read in the chart for the actual weight if they are all lower.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Higher than OAT and TREF
Limited toTMAXFLEX
If the check is fulfilled, retain final flexible temperature as the one to be inserted in the MCDU
Note:
QNH correction is given for 10 hPa . It is allowed to extrapolate linearly for greater
QNH deviation.
Corrections from the chart must be applied from the top to bottom, i.e in the RTOW on
Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE, apply the wet influence first
Note:
EXAMPLE E
DATA :

Head wind
= 10 kt
QNH
= 998 hPa
WET runway
Use the chart from Refer to PER-TOF-TOC-16-30 RTOW EXAMPLE.
CORRECTIONS PRODUCED ON THE RTOW CHART)
Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F,
Retain CONF 1+F as the flexible temperature is higher.
For flexible temperature < TVMC (69 C), Tflex =..................................................................3 C
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Associated speeds,
V1 = 154 kt 13 = 141 kt
VR = 154 kt 3 = 151 kt
V2 = 155 kt 3 = 152 kt
check V2 against VMU limitation (Refer to PER-TOF-TOD-25-20 MINIMUM V2 LIMITED BY
VMU/VMCA (KT IAS)).
For flex temperature TVMC (61 C), Tflex =....................................................................... 3 C
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
Tflex
67
V1
VR
154
67
3
64
3
61
154
13
141
0
141
154
V2
154
3
151
0
151
155
155
3
152
0
152

EXAMPLE F
DATA :

Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
CTV A320 FLEET

FCOM
E to F
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Use the chart fromRefer to PER-TOF-TOC-16-30 RTOW EXAMPLE. Determine the maximum
permissible takeoff weight (see example C). The actual weight being lower than the maximum one,
flexible takeoff is possible.
Retain CONF 1+F for takeoff configuration.
First, apply the correction from FCOM (Refer to PER-TOF-TOD-24 EFFECT OF QNH AND
BLEEDS).
Air conditioning correction...................................................................................................... -7 C
Intermediate flexible temperature.......................................................................................= 60 C
For flexible temperature < TVMC (69 C), Tflex =...............................................................-2 C
Intermediate flex temperature............................................................................................ = 58 C
Associated speeds,
V1 = 153 kt - 8 = 145 kt
VR = 153 kt - 2 = 151 kt
V2 = 154 kt - 2 = 152 kt
Check V2 against VMU limitation on FCOMRefer to PER-TOF-TOD-25-10 SPEEDS LIMITED
BY VMC.
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
CTV A320 FLEET

FCOM
V1
VR
153
153
Tflex
67
-7
V2
154
0
60
153
153
58
145
151
152
-2
-8
-2
154
-2
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
QNH Correction
Final value

V1
VR
V2
0
0
0
Tflex
-3
55
145
151
152

EXAMPLE F
DATA :

Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
BLEEDS).
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Associated speeds,
V1 = 153 kt - 8 = 145 kt
VR = 153 kt - 2 = 151 kt
V2 = 154 kt - 2 = 152 kt
BY VMC.
For flexible temperature TVMC (61 C), Tflex =...............................................................-3 C
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
QNH Correction
Final value
V1
VR
153
153
Tflex
67
-3
V2
154
0
64
153
153
154
62
145
151
152
59
145
151
152
-2
-8
-3
-2
0
-2
0

EXAMPLE F
DATA :

Head wind = 10 kt
Air conditioning ON
QNH = 998 hPa
WET runway
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Enter the 10 kt head wind column and interpolate for 150 000 lb, CONF 1+F,
BLEEDS).
Associated speeds,
V1 = 154 kt - 13 = 141 kt
VR = 154 kt - 3 = 151 kt
V2 = 155 kt - 3 = 152 kt
BY VMC.
Chart temperature
FCOM correction(s)
Intermediate value
WET Correction
Intermediate value
CTV A320 FLEET

FCOM
V1
VR
154
154
Tflex
67
-7
V2
155
0
60
154
154
57
141
151
152
-3
-13
-3
155
-3
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
QNH Correction
Final value
CTV A320 FLEET

FCOM

V1
VR
V2
0
0
0
Tflex
-3
54
141
151
152
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Applicable to: ALL
In some cases when the actual takeoff weight is lower than the maximum permissible one but no
flexible takeoff possible (that is flexible temperature lower than TREF or OAT):
It is mandatory to use TOGA thrust
You can retain the speeds that have been calculated for the maximum permissible takeoff weight;
OR
You can retain the speeds associated with the actual takeoff weight provided they are all lower
than the speeds calculated for the maximum permissible takeoff weight.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
SUMMARY
SUMMARY
Applicable to: ALL
The flow diagram gives the different steps to follow
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
TAKEOFF DATA - QNH/BLEEDS CORRECTION
FLIGHT CREW
OPERATING MANUAL
EFFECT OF QNH AND BLEEDS (UP TO 9200 FT)

Ident.: PER-TOF-TOD-24-00012927.0417001 / 08 FEB 13
Applicable to: PK-GLX, PK-GLY
To take into account QNH deviation and/or bleeds ON apply
(1)
CORRECTIONS ON TEMPERATURE
IF FLEX TAKEOFF IS PERFORMED
No correction except if actual pressure
altitude is between 3 000 ft and 4 000 ft
Substract 1 C/10 hPa
Substract 1 C/7 hPa
Substract 5 C
QNH above 1 013 hPa
Substract 11 C
Total A/ICE ON(1)
Substract 4 C
Corrections valid only for OAT < 10 C
Air Conditioning ON
QNH below 1 013 hPa

Engine A/ICE ON(1)
CORRECTIONS ON WEIGHT IF TAKEOFF

WITH FULL THRUST IS PERFORMED
No correction except if actual pressure
altitude is between 3 000 ft and 4 000 ft
Substract 20kg/hPa
Substract 100 kg/hPa
Substract 300 kg
OAT ISA + 8
Substract 1 000 kg
OAT > ISA + 8
Substract 1 650 kg
Substract 2 300 kg
Compare corrected temp (CT), flat rating temp (TREF) and OAT
CT higher than OAT and CT higher than TREF ->
Take CT as flex temp limited to ISA+53
Either condition above not fulfilled
->
No flexible takeoff possible. Determine MAX TOW
Note:
For high altitude operation, REFER TO PER-TOF-TOD-24 EFFECT OF QNH FOR HIGH
ALTITUDE OPERATIONS (if applicable).
CTV A320 FLEET

FCOM
PER-TOF-TOD-24 P 1/10
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-TOF-TOD-24-00012927.0085001 / 31 MAR 11
Note:
* Corrections valid only for OAT < 10 C

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Applicable to: PK-GLG, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU
Note:

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:

EXAMPLES

TAKEOFF CHART DATA

Airport geometric elevation = 450 ft
QNH = 1 013 hPa
Anti ice OFF
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE 1 - FULL THRUST TAKEOFF

Actual data :
OAT = 5 C
QNH = 1 040 hPa
Engine anti ice ON
Weight read in the takeoff chart: 73 000 kg
Read in the above table the corrections for high QNH and engine anti ice ON.
QNH correction: none
Engine anti ice correction: none
The maximum permissible takeoff weight is 73 000 + 0 - 0 = 73 000 kg
EXAMPLE 2 - FLEXIBLE THRUST TAKEOFF
Actual data :
OAT = 5 C
QNH = 1 040 hPa
Anti ice OFF
Air conditioning ON
TOW = 65 000 kg
Flexible temperature read on the takeoff chart: TFLEX = 55 C.
Read TREF on the takeoff chart or on the quick reference table.
Read in the above table the correction for QNH and air conditioning ON:
QNH correction = none
Air conditioning ON correction: -3 C
New flexible temperature = 55 - 3 = 52 C
Check that the flexible temperature is above TREF and actual OAT.
Check that the flexible temperature is less than the maximum flexible temperature and retain the
lower of the two.
EXAMPLES
TAKEOFF CHART DATA

QNH = 1 013 hPa
Anti ice OFF
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Actual data :
OAT = 5 C
QNH = 1 040 hPa
Engine anti ice ON
Weight read in the takeoff chart: 73 000 kg
Engine anti ice correction: - 300 kg
The maximum permissible takeoff weight is 73 000 + 0 - 300 = 72 700 kg
Actual data :
OAT = 5 C
QNH = 1 040 hPa
Anti ice OFF
Air conditioning ON
TOW = 65 000 kg
lower of the two.
EXAMPLES
TAKEOFF CHART DATA

QNH = 1 013 hPa
Anti ice OFF
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Actual data :
OAT = 5 C
QNH = 1 040 hPa
Engine anti ice ON
Weight read in the takeoff chart: 165 000 lb
Engine anti ice correction: - 670 lb
The maximum permissible takeoff weight is 165 000 + 0 - 670 = 164 330 lb
Actual data :
OAT = 5 C
QNH = 1 040 hPa
Anti ice OFF
Air conditioning ON
TOW = 140 000 lb
lower of the two.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EFFECT OF QNH AND BLEEDS FOR HIGH ALTITUDE OPERATIONS (ABOVE 9200 FT)
Note:

EXAMPLES FOR HIGH ALTITUDE OPERATIONS

TAKEOFF CHART DATA

Airport geometric elevation = 11 500 ft
QNH = 1 013 hPa
Anti ice OFF
OAT = 0 C
MTOW = 73 000 kg
CTV A320 FLEET

FCOM
C to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Actual data :
QNH = 1 040 hPa

Engine anti ice ON
Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISA
model).
Pressure altitude = 11 500 - (1 040 - 1 013) 28 = 10 744 ft
QNH correction = 50 kg (11 500 - 10 744)/28 hPa = +1 350 kg
Engine anti ice correction: 0 kg
The maximum permissible takeoff weight is 73 000 + 1 350 - 0 = 74 350 kg
Actual data :
QNH = 1 040 hPa

Anti ice OFF
Air conditioning ON
TOW = 65 000 kg
TFLEX = 55 C
Determine the actual airport pressure altitude (1 hPa is equivalent to 28 ft according to the ISA
model).
Pressure altitude = 11 500 - (1 040 - 1 013) 28 = 10 744 ft
QNH correction = 1 C/10 hPa (11 500 - 10 744)/28 hPa = +3 C
Air conditioning ON correction = -3 C
New flexible temperature = 55 + 3 - 3 = 55 C
lower of the two.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
TAKEOFF DATA - MINIMUM SPEEDS
FLIGHT CREW
OPERATING MANUAL
SPEEDS LIMITED BY VMC

Ident.: PER-TOF-TOD-25-10-00001754.0350001 / 14 DEC 12
All takeoff speeds have a minimum value limited by control. These minimum speeds are usually
provided on each RTOW chart. If these speeds are not available, use the following conservative
values. These speeds may be slightly higher than the minimum control speeds displayed on the
RTOW chart.
MINIMUM V1 (KT IAS)
CONF
1+F
2
3
-2000
116
114
114
116
114
113
PRESSURE ALTITUDE (FT)
1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100
115
113
113
114
112
111
114
112
111
114
112
111
114
112
111
113
111
110
112
110
109
110
108
108
108
106
106
106
104
104
100
98
98
MINIMUM VR (KT IAS)
CONF
1+F
2
3
-2000
119
117
117
118
117
116
1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100
117
115
115
116
114
114
116
114
114
116
114
114
116
114
113
115
113
113
114
112
111
112
110
110
110
108
107
108
106
106
101
99
99
MINIMUM V2 (KT IAS)
CONF
1+F
2
3
-2000
122
122
122
121
121
121
1000 2000 3000 4000 5000 6000 7000 8000 9200 10000 14100
120
120
120
119
119
119
119
119
119
119
119
119
119
118
118
118
117
117
116
116
116
115
115
114
112
112
112
110
110
110
104
103
103

Ident.: PER-TOF-TOD-25-10-00001754.0268001 / 16 MAY 12
Applicable to: PK-GLG, PK-GLH, PK-GLI, PK-GLK, PK-GLL, PK-GLM, PK-GLN, PK-GLO, PK-GLU
RTOW chart.
CTV A320 FLEET

FCOM
PER-TOF-TOD-25-10 P 1/4
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF
1+F
2
3
CONF
1+F
2
3
CONF
1+F
2
3
-2 000
1 000
113
112
117
115
114
112
115
-2 000
1 000
117
116
119
118
116
-2 000
118
115
1 000
121
120
124
121
123
121
123
111
121
119
114
120
120
MINIMUM V1 (KT IAS)

2 000 3 000 4 000 5000 6 000
113
112
112
111
110
110
110
110
109
108
111
111
110
109
108
MINIMUM VR (KT IAS)

2 000 3 000 4 000 5000 6 000
116
116
116
115
114
114
114
114
113
112
115
114
114
113
112
MINIMUM V2 (KT IAS)

2 000 3 000 4 000 5000 6 000
119
119
119
118
117
119
119
118
117
116
119
119
119
117
116
7 000
8 000
9 200
14 100
107
106
104
100
109
108
107
105
106
100
104
100
7 000
8 000
9 200
10 200
111
109
108
100
113
111
110
109
110
102
107
100
7 000
8 000
9 200
10 200
115
114
112
103
115
115
114
114
112
104
112
103

Ident.: PER-TOF-TOD-25-10-00001754.0270001 / 16 MAY 12
RTOW chart.
CONF
1+F
2
3
-1 000
1 000
114
113
116
116
114
113
114
CTV A320 FLEET

FCOM
115
113
MINIMUM V1 (KT IAS)

2 000
3 000
4 000
6 000
115
113
112
109
112
111
110
107
113
111
110
107
8 000
9 200
14 100
105
103
97
107
104
105
103
99
97
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF
1+F
2
3
CONF
1+F
2
3
-1 000
1 000
118
118
121
120
119
118
119
-1 000
1 000
123
122
123
124
123
CTV A320 FLEET

FCOM
117
124
124
120
122
122
MINIMUM VR (KT IAS)

2 000
3 000
4 000
6 000
119
118
116
113
117
115
114
111
117
116
115
111
MINIMUM V2 (KT IAS)

2 000
3 000
4 000
6 000
122
120
119
116
122
121
119
116
122
121
119
116
8 000
9 200
14 100
109
107
99
111
108
109
107
101
99
8 000
9 200
14 100
113
111
103
113
113
111
111
103
103
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
V2 LIMITED BY VMU/VMCA
MINIMUM V2 LIMITED BY VMU/VMCA (KT IAS)
Ident.: PER-TOF-TOD-25-20-00001756.0027001 / 25 MAR 11
The following tables, one per configuration, provide the V2 limited by minimum unstick speed and
minimum control speed in the air.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF DATA - QUICK REFERENCE TABLES
INTRODUCTION
INTRODUCTION
Applicable to: ALL
These tables enable the crew to quickly determine the takeoff performance at an airport for which no
takeoff chart has been established. They are conservative.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
USE OF TABLES
USE OF TABLES
Applicable to: ALL
A first table gives the corrections to be applied to the runway length for wind and runway slope.
Nine other tables give, for three different pressure altitudes (0, 1 000 and 2 000 ft) and three
configurations, the maximum takeoff weight, limitation codes and associated speeds as a function of
temperature and corrected runway length. TREF and TMAX are given on the top of each table. For
pressure altitudes above 2 000 ft, use a specific RTOW chart.
Note:
1. Quick reference tables are established for the forward CG envelope (less than 25 %) at
V1 min with air conditioning OFF and anti ice OFF
2. Do not use quick reference tables in case of tailwind.
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
HOW TO PROCEED
GENERAL
Ident.: PER-TOF-TOD-40-30-00001760.0001001 / 28 JAN 11
Applicable to: ALL
HOW TO PROCEED
1. Enter the first table with runway length, slope and wind data. Determine the corrected runway
length by applying the corrections due to slope and wind.
2. Select the configuration as a function of this corrected runway length.
3. Enter the table(s) corresponding to the configuration and airport pressure altitude.
As far as airport pressure altitude is concerned, two methods may be applied :
interpolate the takeoff performance by using the two tables enclosing the airport pressure
altitude,
for a more conservative figure, use the table corresponding to the pressure altitude
immediately above the airport pressure altitude.
4. Enter the appropriate column of the table(s) with the corrected runway length.
Once again, two methods may be applied :
interpolate the takeoff performance between the two columns enclosing the corrected runway
length,
for a more conservative figure, use the column corresponding to the shorter corrected runway
length.
5. Determination of maximum takeoff weight.
Enter the table(s) and column(s) as explained above with the actual OAT and read maximum
takeoff weight, limitation codes, V1, VR and V2. If necessary interpolate weight and speeds.
6. Determination of flexible temperature.
The determination of flexible temperature is possible only when there is no obstacle on the flight
path. Enter the table(s) and column(s) with the actual takeoff weight and read the corresponding
temperature as flexible temperature.
7. In case of obstacles, use the graphs (Refer to PER-TOF-TOD-50 INTRODUCTION ) to
determine the corresponding weight penalty.
LIMITATION CODES
Ident.: PER-TOF-TOD-40-30-00001761.0002001 / 25 FEB 11
Applicable to: ALL
1 :
2 :
first segment
second segment
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
3
5
6
7
8
9
Note:
:
:
:
:
:
:
runway
tire speed
brake energy
maximum computation weight
final takeoff
VMU
1. Limitation code 4 (obstacles) does not appear in quick reference tables.
2. VMC limitation appears with an asterisk (*) in the chart.
CORRECTIONS FOR WIND AND RUNWAY SLOPE

PK-GLU
Runway length (m)

Effect
per knot of head
of wind
wind add (meters)
per percent
uphill slope
Effect of
subtract (meters)
runway
per percent
slope
downhill slope
add (meters)
1 500
1 750
2 000
2 250
2 500
2 750
3 000
3 250
3 500
6.5
8.5
9.5
10
11
11.5
12.5
160
215
270
325
380
435
490
545
600
17
23
29
36
42
48
55
61
67

Runway length (ft)

Effect
per knot of head
of wind
wind add (feet)
per percent
uphill slope
subtract (feet)
Effect of
runway slope
per percent
downhill slope
add (feet)
CTV A320 FLEET

FCOM
5 000
6 000
7 000
8 000
9 000
10 000
11 000
12 000
23
24
27
31
33
37
40
43
540
760
985
1 205
1 425
1 645
1 865
2 085
60
82
108
133
157
185
209
233
B to C
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Runway length (m)

Effect
Per knot of head
of wind
wind add (meters)
Effect of
Per percent
runway
uphill slope
slope
subtract (meters)
1 500
1 750
2 000
2 250
2 500
2 750
3 000
3 250
3 500
7.5
8.5
9.5
9.5
210
275
335
400
465
530
590
655
715
EXAMPLE
Pressure altitude
:
Temperature
:
Runway length
:
Wind
:
Slope
:
Takeoff configuration:
1 400 ft
30 C
2 750 m
10 kt head
1 % up
1+F
DETERMINATION OF CORRECTED RUNWAY LENGTH

(Refer to PER-TOF-TOD-40-30 CORRECTIONS FOR WIND AND RUNWAY SLOPE )
runway length .......................................................................................................................2 750 m
correction for wind................................................................................................10 10 = + 100 m
correction for slope................................................................................................................ - 435 m
corrected runway length.....................................................................................................= 2 415 m
DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT:
(Refer to PER-TOF-TOD-40-40 CONFIGURATION 1+F / 2000 FT)
Pressure altitude : 1 400 ft - Use the table for 2 000 ft.
Enter the column corresponding to 2 250 m
Read the maximum takeoff weight on the line corresponding to the temperature of 30 C :
71 300 kg
V1 = 140 kt, VR = 146 kt, V2 = 148 kt
DETERMINATION OF A PRECISE FLEXIBLE TEMPERATURE FOR THE ACTUAL TAKEOFF
WEIGHT OF 64 000 KG:
CTV A320 FLEET
FCOM
C to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at
1 000 ft and 2 000 ft pressure altitude.
Results :
1 000 ft : 66 C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt
2 000 ft : 61 C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
Interpolate between these two values to get the flexible temperature
1 400 ft : 64 C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
EXAMPLE
Pressure altitude
:
Temperature
:
Runway length
:
Wind
:
Slope
:
1 400 ft
30 C
10 000 ft
10 kt head
1 % up
1+F

runway length .....................................................................................................................10 000 m
correction for slope.............................................................................................................. -1 640 m
DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT :
Enter the column corresponding to 8 000 ft
163 300 lb
V1 = 142 kt, VR = 148 kt, V2 = 150 kt
WEIGHT OF 145 000 LB :
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Interpolate the temperature corresponding to 145 000 lb for the runway length of 8 720 m at
Results :
1 000 ft : 61 C, V1 = 143 kt, VR = 144 kt, V2 = 145 kt
2 000 ft : 57 C, V1 = 142 kt, VR = 143 kt, V2 = 144 kt
1 400 ft : 60 C, V1 = 142 kt, VR = 144 kt, V2 = 145 kt
EXAMPLE
Pressure altitude
:
Temperature
:
Runway length
:
Wind
:
Slope
:
1 400 ft
30 C
2 750 m
10 kt head
1 % up
1+F

runway length .......................................................................................................................2 750 m
correction for slope................................................................................................................ - 435 m
DETERMINATION OF A CONSERVATIVE MAXIMUM TAKEOFF WEIGHT :
Enter the column corresponding to 2 250 m
71 300 kg
V1 = 139 kt, VR = 146 kt, V2 = 148 kt
WEIGHT OF 64000 KG :
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Interpolate the temperature corresponding to 64 000 kg for the runway length of 2 415 m at
Results :
1 000 ft : 61 C, V1 = 138 kt, VR = 139 kt, V2 = 140 kt
2 000 ft : 57 C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
1 400 ft : 59 C, V1 = 137 kt, VR = 139 kt, V2 = 140 kt
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
QUICK REFERENCE TABLES

CONFIGURATION 1+F / 0 FT
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=44C
TMAX=55C
QUICK REFERENCE TABLE - CONF 1+F - PRESSURE ALTITUDE = 0 FT - FWD CG
OAT
(C)
-20
-10
0
10
20
30
40
44
46
48
50
52
54
56
58
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
80.4 3/9
150/53/55
79.4 3/9
148/52/54
78.3 3/9
146/51/53
77.2 3/9
145/50/52
76.0 3/9
144/49/51
74.7 3/9
142/48/50
73.6 3/9
141/47/49
73.1 3/9
140/47/49
72.1 3/9
140/46/48
71.1 3/9
140/45/47
70.2 3/9
139/44/46
69.2 3/9
139/43/45
68.3 3/9
139/42/44
67.3 3/9
138/41/43
66.3 3/9
138/40/42
MAX TO WEIGHT (1000KG) CODES

IAS(KT) : V1/VR/V2
CORRECTED RUNWAY LENGTH (M)
2500
2750
83.1 3/6
155/56/58
82.2 3/6
153/55/57
81.3 3/6
151/54/56
80.3 3/6
149/53/55
79.2 3/6
147/52/54
78.1 3/6
145/51/53
76.9 3/6
144/50/52
76.5 3/6
143/50/51
75.6 3/6
144/49/51
74.6 3/9
144/48/50
73.4 3/9
144/48/49
72.3 3/9
143/47/48
71.2 3/9
143/46/47
70.1 3/9
143/45/46
68.9 3/9
142/43/45
84.0 3/9
154/57/59
83.3 3/6
152/56/58
82.4 3/6
150/55/57
81.5 3/6
148/54/56
80.5 3/6
146/53/55
79.4 3/6
144/52/54
78.4 3/6
142/51/53
78.0 3/6
142/51/53
77.1 3/6
142/50/52
76.1 6/9
143/50/51
75.2 6/9
144/49/50
74.2 6/9
145/48/50
73.2 3/9
146/48/49
72.1 3/6
147/47/48
70.7 3/3
147/47/48
3000
84.8 3/6
153/59/61
84.1 3/6
151/57/59
83.4 3/6
149/56/58
82.6 3/6
147/55/57
81.6 3/6
145/54/56
80.6 3/6
143/53/55
79.7 3/6
141/52/54
79.3 3/6
140/52/54
78.3 3/6
141/51/53
77.3 3/6
142/50/52
76.2 3/6
143/50/51
75.2 3/6
144/49/50
74.1 3/6
145/48/50
72.9 3/6
146/48/49
71.6 3/6
147/47/48
3250
85.5 3/6
153/61/63
84.9 3/6
150/58/60
84.2 3/6
148/57/59
83.5 3/6
146/56/58
82.6 3/6
144/55/57
81.7 3/6
142/55/56
80.8 3/6
140/54/55
80.5 3/6
139/53/55
79.4 3/9
140/52/54
78.3 3/6
141/51/53
77.1 3/6
142/50/52
76.0 3/6
143/50/51
74.7 3/6
144/49/50
73.4 6/9
145/48/49
72.1 3/6
147/50/51
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=44C
TMAX=55C

OAT
(C)
60
62
64
66
68
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
65.3 3/9
138/39/41
64.3 3/9
137/38/40
63.4 3/9
137/37/38
62.2 3/9
136/36/37
61.0 3/9
135/35/36

IAS(KT) : V1/VR/V2
2500
2750
67.7 3/9
142/42/43
66.4 3/9
141/41/42
65.2 3/3
142/42/43
63.9 3/3
142/42/42
62.6 3/3
142/42/42
69.3 3/3
147/47/48
67.9 3/3
147/47/48
66.6 3/3
147/47/47
65.2 3/3
147/47/47
63.8 3/3
146/46/46
3000
70.4 3/6
148/49/49
69.1 3/6
150/50/51
67.7 3/6
150/50/51
66.2 3/3
149/49/49
64.7 3/3
148/48/48
3250
70.9 3/6
148/50/51
69.7 3/6
148/49/50
68.4 3/6
150/50/51
66.9 3/6
152/52/53
65.4 3/3
151/51/52
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=42C
TMAX=53C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
78.8 3/9
148/51/54
77.8 3/9
147/50/53
76.6 3/9
145/50/52
75.5 3/9
144/49/51
74.2 3/9
142/48/50
73.0 3/9
141/47/49
71.9 3/9
139/46/48
71.7 3/9
139/46/48
70.7 3/9
139/45/47
69.8 3/9
138/44/46
68.9 3/9
138/43/45
67.9 3/9
138/42/44
67.0 3/9
137/41/43
66.1 3/9
137/40/42
65.1 3/9
137/39/41

IAS(KT) : V1/VR/V2
2500
2750
81.7 3/3
153/54/57
80.8 3/6
151/54/56
79.8 3/6
149/53/55
78.8 3/6
148/52/54
77.6 3/9
145/51/52
76.5 3/6
144/50/52
75.4 3/6
143/49/51
75.1 3/6
142/49/51
74.2 3/9
143/48/50
73.1 3/9
143/47/49
72.0 3/9
142/47/48
71.0 3/9
142/46/47
69.9 3/9
142/45/46
68.9 3/9
141/44/45
67.7 3/9
141/42/44
82.7 3/6
153/56/58
81.9 3/6
150/55/57
81.0 3/6
148/54/56
80.1 3/6
146/53/55
79.0 3/6
145/52/54
78.0 3/6
143/51/53
76.9 3/6
141/50/52
76.6 6/9
141/50/52
75.7 3/6
142/49/51
74.8 6/9
142/49/50
73.9 3/6
143/48/50
73.0 3/6
144/48/49
72.0 6/9
145/47/48
71.0 3/6
146/46/47
69.7 3/3
145/46/47
3000
83.5 3/6
152/56/58
82.8 3/6
149/56/58
82.0 3/6
147/55/57
81.2 3/6
145/54/56
80.2 3/6
143/53/55
79.2 3/6
142/52/54
78.3 3/6
140/51/53
78.1 3/6
140/51/53
77.0 3/9
140/50/52
76.0 3/6
141/50/51
75.0 3/6
142/49/50
74.0 3/6
143/48/50
72.9 3/6
144/48/49
71.8 3/6
145/47/48
70.7 3/6
146/46/47
3250
84.3 3/6
151/58/60
83.6 3/6
149/57/58
82.9 3/6
146/56/58
82.2 3/6
144/55/57
81.3 3/6
143/54/56
80.3 3/6
141/53/55
79.5 3/6
139/53/54
79.3 3/6
139/52/54
78.2 3/6
139/51/53
77.1 3/6
140/51/52
76.0 3/6
141/50/51
74.8 3/6
142/49/50
73.7 3/6
143/48/49
72.5 3/6
144/48/48
71.2 6/9
145/46/47
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=42C
TMAX=53C

OAT
(C)
58
60
62
64
66
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
64.1 3/9
136/38/39
63.1 3/9
136/37/38
62.2 3/9
136/36/37
61.2 3/9
135/35/36
60.0 3/9
134/34/35

IAS(KT) : V1/VR/V2
2500
2750
66.6 3/9
141/41/42
65.4 3/9
140/40/41
64.0 3/9
138/38/39
62.9 3/3
140/40/41
61.6 3/3
140/40/40
68.2 3/3
145/45/46
66.9 3/3
145/45/46
65.5 3/3
145/45/46
64.2 3/3
145/45/46
62.8 3/3
143/43/44
3000
69.4 3/6
147/47/48
68.0 3/6
149/49/50
66.5 3/3
149/49/50
65.2 3/3
148/48/48
63.8 3/3
147/47/47
3250
69.9 3/6
146/48/48
68.7 3/6
148/48/49
67.4 3/6
149/49/50
65.9 3/6
151/51/51
64.4 3/3
150/50/51
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=40C
TMAX=51C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
77.2 3/9
147/50/52
76.0 3/9
145/49/52
74.8 3/9
144/49/51
73.6 3/9
142/48/50
72.4 3/9
141/47/49
71.3 3/9
139/46/48
70.3 3/9
138/45/47
69.4 3/9
138/44/46
68.4 3/9
137/43/45
67.5 3/9
137/42/44
66.6 3/9
136/41/43
65.7 3/9
136/40/42
64.8 3/9
136/39/41
63.9 3/9
135/38/39
62.9 3/9
135/37/38

IAS(KT) : V1/VR/V2
2500
80.2 3/9
152/53/55
79.3 3/9
150/52/54
78.3 3/9
148/51/53
77.3 3/9
146/51/52
76.1 3/6
145/50/52
74.8 6/9
143/49/51
73.7 3/6
142/48/50
72.7 3/9
142/47/49
71.6 3/9
141/46/48
70.6 3/9
141/45/47
69.6 3/9
141/44/46
68.6 3/9
140/43/45
67.6 3/9
140/42/44
66.5 3/9
140/41/42
65.4 3/9
139/40/41
2750
81.3 3/6
151/54/56
80.5 3/6
149/54/55
79.6 3/6
147/53/55
78.6 3/6
145/52/54
77.5 3/6
143/51/53
76.4 3/6
142/50/52
75.2 6/9
140/49/51
74.3 6/9
141/49/50
73.4 3/6
142/48/50
72.6 3/6
142/47/49
71.7 6/9
143/47/48
70.9 3/9
144/46/47
69.8 3/9
144/45/46
68.6 3/3
144/44/45
67.1 3/3
144/44/45
3000
82.2 3/6
150/55/57
81.5 3/6
148/55/56
80.6 3/6
146/54/56
79.7 3/6
144/53/55
78.7 3/6
142/52/54
77.7 3/6
141/51/53
76.7 3/6
139/50/52
75.7 3/6
140/50/51
74.7 3/6
141/49/50
73.7 3/6
141/48/50
72.7 3/6
142/48/49
71.8 3/6
143/47/48
70.7 3/6
144/46/47
69.6 3/6
145/45/46
68.3 3/6
146/46/47
3250
82.9 3/6
149/56/58
82.3 3/6
147/55/57
81.6 3/6
145/55/57
80.8 3/6
143/54/56
79.8 3/6
141/53/55
78.9 3/6
139/52/54
78.0 3/6
138/51/53
76.9 3/6
139/51/52
75.8 3/6
139/50/51
74.7 3/6
140/49/50
73.6 3/6
141/49/50
72.5 3/6
142/48/49
71.3 3/6
143/47/48
70.1 3/6
144/45/46
68.8 3/3
145/47/47
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=40C
TMAX=51C

OAT
(C)
58
60
62
64
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2250
62.0 3/9
135/36/37
60.9 3/9
134/35/36
60.0 3/9
134/34/35
58.9 3/9
133/33/34

IAS(KT) : V1/VR/V2
2500
2750
64.3 3/9
139/39/40
63.0 3/3
139/39/40
61.8 3/3
139/39/40
60.5 3/3
138/38/39
65.7 3/3
144/44/45
64.4 3/3
144/44/44
63.1 3/3
143/43/44
61.7 3/3
142/42/42
3000
66.9 3/6
148/48/48
65.4 3/3
148/48/48
64.1 3/3
147/47/47
62.7 3/3
145/45/45
3250
67.6 3/6
147/47/48
66.2 3/6
148/48/49
64.8 3/3
149/49/49
63.4 3/3
148/48/49
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONFIGURATION 2 / PRESSURE ALTITUDE = 0 FT

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=44C
TMAX=55C
QUICK REFERENCE TABLE - CONF 2 - PRESSURE ALTITUDE = 0 FT - FWD CG
OAT
(C)
-20
-10
0
10
20
30
40
44
46
48
50
52
54
56
58
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
78.5 3/9
141/43/47
77.5 3/9
140/42/47
76.4 3/9
138/41/46
75.3 3/9
137/41/45
74.1 3/9
135/40/44
72.9 3/9
134/39/43
71.9 3/9
133/38/42
71.5 3/9
132/38/42
70.5 3/9
132/37/41
69.6 3/9
131/36/40
68.6 3/9
131/35/39
67.7 3/9
131/34/38
66.7 3/9
131/33/37
65.8 3/9
130/33/36
64.8 3/9
130/32/35

IAS(KT) : V1/VR/V2
2250
2500
81.4 3/3
147/47/51
80.7 3/9
145/45/50
79.9 3/9
143/44/49
79.0 3/9
141/44/48
78.0 3/9
140/43/47
76.9 3/9
138/42/46
75.9 3/9
137/41/45
75.4 3/9
136/41/45
74.3 3/9
136/40/44
73.2 3/9
136/40/44
72.1 3/9
136/39/43
71.0 3/9
136/38/42
69.9 3/9
135/37/40
68.8 3/9
135/36/39
67.6 3/9
135/35/38
83.5 3/3
152/52/57
82.9 3/3
150/50/55
82.3 3/6
148/48/53
81.6 3/6
146/46/50
80.7 3/6
144/45/50
79.8 3/6
142/44/49
78.9 3/6
140/44/48
78.5 3/6
140/43/47
77.5 3/6
141/43/47
76.2 3/9
140/42/46
75.0 3/9
140/41/45
73.7 3/9
140/40/44
72.3 3/3
140/40/43
70.9 3/3
140/40/43
69.5 3/3
140/40/43
2750
84.4 3/6
151/53/58
83.9 3/6
149/50/55
83.2 3/6
147/49/54
82.5 3/9
145/47/51
81.7 3/6
143/46/50
80.8 3/6
141/45/50
80.0 3/9
139/45/49
79.7 3/6
139/44/49
78.6 3/6
140/44/47
77.5 3/6
140/43/47
76.3 3/6
141/42/46
75.1 3/6
142/42/46
73.8 3/6
143/43/47
72.5 3/6
144/44/48
70.9 3/3
144/44/48
3000
85.2 3/6
151/54/59
84.6 3/6
149/52/57
83.9 3/6
146/52/56
83.3 3/6
144/49/53
82.5 3/6
142/47/52
81.7 6/9
140/46/51
81.0 3/6
139/46/50
80.7 3/6
138/45/50
79.5 6/9
139/44/48
78.3 3/6
140/43/47
77.1 3/6
141/43/47
75.8 3/6
142/43/46
74.6 3/6
143/43/47
73.3 3/6
144/44/47
71.9 3/6
145/45/49
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=44C
TMAX=55C

OAT
(C)
60
62
64
66
68
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
63.8 3/9
130/31/34
62.9 3/9
129/30/33
61.8 3/3
129/29/32
60.6 3/3
128/28/31
59.4 3/3
127/27/30

IAS(KT) : V1/VR/V2
2250
2500
66.3 3/3
135/35/38
65.1 3/3
135/35/37
63.9 3/3
134/34/37
62.6 3/3
134/34/37
61.4 3/3
133/33/35
68.1 3/3
140/40/43
66.8 3/3
140/40/42
65.4 3/3
139/39/42
64.1 3/3
138/38/41
62.7 3/3
137/37/39
2750
69.4 3/3
144/44/48
68.0 3/3
144/44/47
66.6 3/3
143/43/46
65.2 3/3
142/42/45
63.8 3/3
140/40/43
3000
70.5 3/6
146/47/50
69.0 3/3
147/47/50
67.6 3/3
146/46/49
66.1 3/3
145/45/48
64.7 3/3
143/43/46
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=42C
TMAX=53C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
76.9 3/9
140/42/46
75.9 3/9
138/41/46
74.7 3/9
137/40/45
73.6 3/9
135/40/44
72.4 3/9
134/39/43
71.3 3/9
132/38/42
70.3 3/9
131/37/41
70.1 3/9
131/37/41
69.2 3/9
131/36/40
68.3 3/9
130/35/39
67.4 3/9
130/34/38
66.5 3/9
130/33/37
65.5 3/9
129/32/36
64.6 3/9
129/32/35
63.6 3/9
129/31/34

IAS(KT) : V1/VR/V2
2250
2500
80.0 3/3
145/45/49
79.3 3/9
143/44/48
78.4 3/9
141/43/47
77.4 3/9
140/42/47
76.4 3/9
138/42/46
75.2 3/9
137/41/45
74.2 3/9
136/40/44
74.0 3/9
135/40/44
72.8 3/9
135/40/43
71.8 3/9
135/39/42
70.8 3/9
135/38/41
69.7 3/9
134/37/40
68.7 3/9
134/36/39
67.6 3/9
134/35/38
66.5 3/9
133/34/37
82.2 3/3
150/50/55
81.6 3/6
148/48/53
80.9 3/6
146/46/51
80.2 3/9
144/45/49
79.3 3/6
143/44/48
78.4 3/6
141/43/47
77.5 3/6
139/43/47
77.2 3/6
139/43/47
76.1 3/9
139/42/46
74.9 3/9
139/41/45
73.7 3/9
139/41/44
72.4 3/9
139/40/43
71.2 3/9
139/39/42
69.8 3/3
138/38/41
68.5 3/3
138/38/41
2750
83.2 3/6
150/51/55
82.6 3/6
148/49/54
81.9 3/6
146/48/52
81.2 3/6
144/46/50
80.4 3/6
142/45/49
79.5 3/9
140/44/48
78.7 3/6
138/44/48
78.5 3/6
138/44/48
77.4 3/6
139/43/47
76.3 3/6
140/42/46
75.2 3/6
140/42/45
74.0 3/6
141/41/45
72.8 3/6
142/42/46
71.4 3/3
143/43/46
69.9 3/3
143/43/46
3000
83.9 3/6
149/53/58
83.3 3/6
147/51/56
82.6 3/6
145/51/55
82.0 3/6
143/47/51
81.2 3/6
141/46/50
80.4 3/9
139/45/49
79.7 3/6
137/45/49
79.5 3/9
137/45/49
78.3 3/9
138/44/47
77.1 3/6
139/43/46
75.9 3/9
139/42/46
74.8 3/6
141/42/45
73.6 3/6
142/42/45
72.3 3/6
143/43/46
70.9 3/6
144/44/47
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=42C
TMAX=53C

OAT
(C)
58
60
62
64
66
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
62.7 3/9
128/30/33
61.7 3/9
128/29/32
60.7 3/9
128/28/31
59.6 3/9
127/27/29
58.5 3/3
126/26/29

IAS(KT) : V1/VR/V2
2250
2500
65.2 3/3
133/33/36
64.0 3/3
133/33/36
62.8 3/3
133/33/36
61.6 3/3
132/32/35
60.3 3/3
131/31/34
67.1 3/3
138/38/41
65.7 3/3
138/38/41
64.4 3/3
137/37/40
63.1 3/3
136/36/39
61.8 3/3
135/35/38
2750
68.4 3/3
143/43/46
67.0 3/3
143/43/45
65.6 3/3
141/41/44
64.2 3/3
141/41/43
62.8 3/3
139/39/42
3000
69.4 3/6
145/46/49
67.9 3/3
145/45/48
66.5 3/3
144/44/47
65.1 3/3
143/43/46
63.7 3/3
142/42/45
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=40C
TMAX=51C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
75.2 3/9
138/41/45
74.1 3/9
137/40/45
73.0 3/9
135/40/44
71.9 3/9
134/39/43
70.8 3/9
132/38/42
69.8 3/9
131/36/41
68.8 3/9
130/35/40
67.9 3/9
129/35/39
67.0 3/9
129/34/38
66.1 3/9
129/33/37
65.2 3/9
128/32/36
64.3 3/9
128/31/35
63.4 3/9
128/30/34
62.4 3/9
128/30/33
61.5 3/9
127/29/32

IAS(KT) : V1/VR/V2
2250
2500
78.6 3/9
143/44/48
77.7 3/9
141/43/47
76.8 3/9
140/42/46
75.7 3/9
138/42/46
74.6 3/9
137/41/45
73.5 3/9
135/40/44
72.4 3/9
134/39/43
71.4 3/9
134/39/42
70.4 3/9
134/38/41
69.4 3/9
133/37/40
68.4 3/9
133/36/39
67.4 3/9
133/35/38
66.4 3/9
132/34/37
65.3 3/9
132/33/36
64.2 3/3
132/32/35
80.8 3/3
148/48/53
80.1 3/3
146/46/51
79.5 3/9
145/45/49
78.7 3/9
143/44/48
77.8 3/9
141/43/47
76.9 3/9
140/43/46
75.9 3/6
138/42/46
74.7 3/9
138/41/45
73.5 3/9
138/41/44
72.3 3/9
138/40/43
71.1 3/9
137/39/42
70.0 3/9
137/38/41
68.7 3/3
137/37/40
67.3 3/3
137/37/40
66.0 3/3
137/37/40
2750
81.9 3/6
149/49/54
81.2 3/6
147/47/51
80.6 3/6
144/46/50
79.8 3/6
142/45/49
79.0 3/6
141/44/48
78.1 3/6
139/43/47
77.2 3/6
137/43/47
76.2 3/6
138/42/46
75.1 6/9
139/42/45
74.0 3/9
140/41/44
72.9 3/6
140/41/44
71.7 3/6
141/42/45
70.3 3/3
141/42/45
68.8 3/3
141/42/45
67.3 3/3
141/41/44
3000
82.6 3/6
148/52/57
82.0 3/6
146/50/55
81.3 3/6
144/47/51
80.7 3/6
142/46/50
79.9 6/9
140/45/49
79.1 3/9
138/44/48
78.3 3/6
136/44/48
77.2 3/6
137/43/47
76.0 3/6
138/42/46
74.8 3/6
139/42/45
73.6 3/6
140/41/44
72.4 3/6
141/41/44
71.2 3/6
142/42/45
69.9 3/6
143/43/46
68.4 3/6
145/45/48
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=40C
TMAX=51C

OAT
(C)
58
60
62
64
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
2000
60.5 3/9
127/28/31
59.5 3/9
126/27/30
58.5 3/9
126/26/28
57.4 3/9
125/25/27

IAS(KT) : V1/VR/V2
2250
2500
62.9 3/3
132/32/35
61.7 3/3
132/32/34
60.5 3/3
131/31/33
59.3 3/3
130/30/32
64.6 3/3
137/37/39
63.2 3/3
136/36/38
62.0 3/3
135/35/38
60.7 3/3
134/34/37
2750
65.9 3/3
141/41/44
64.5 3/3
140/40/42
63.1 3/3
139/39/42
61.8 3/3
139/39/41
3000
66.9 3/3
145/45/47
65.4 3/3
143/43/46
64.0 3/3
142/42/45
62.6 3/3
141/41/43
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=44C
TMAX=55C
OAT
(C)
-20
-10
0
10
20
30
40
44
46
48
50
52
54
56
58
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
76.0 3/9
134/35/40
75.0 3/9
133/35/40
73.9 3/9
131/34/39
72.8 3/9
130/33/38
71.7 3/9
128/32/37
70.7 3/9
127/31/36
69.7 3/9
126/30/35
69.3 3/9
125/30/35
68.4 3/9
125/29/34
67.5 3/9
125/28/33
66.6 3/9
124/27/32
65.7 3/9
124/27/31
64.7 3/9
124/26/30
63.8 3/9
124/25/29
62.8 3/9
123/24/28

IAS(KT) : V1/VR/V2
2000
79.3 3/3
141/41/45
78.6 3/3
138/38/43
77.9 3/9
137/37/41
77.1 3/9
135/36/41
76.0 3/9
133/36/40
74.9 3/9
132/35/40
73.9 3/9
131/34/39
73.5 3/9
130/34/39
72.4 3/9
130/33/38
71.3 3/9
130/32/37
70.3 3/9
130/31/36
69.2 3/9
129/31/35
68.1 3/9
129/30/33
66.9 3/3
129/29/33
65.6 3/3
129/29/32
2250
81.8 3/3
147/47/50
81.2 3/3
145/45/48
80.5 3/3
143/43/46
79.9 3/3
141/41/45
79.1 3/3
139/39/43
78.3 3/9
137/38/42
77.5 3/9
135/37/41
77.2 3/9
135/37/41
75.9 3/9
135/36/40
74.6 3/9
134/35/39
73.2 3/3
134/35/39
71.8 3/3
134/35/39
70.4 3/3
134/34/38
69.1 3/3
134/34/38
67.8 3/3
134/34/38
2500
83.8 3/3
153/53/56
83.3 3/3
151/51/54
82.7 3/3
149/49/52
82.1 3/6
146/46/50
81.3 3/6
144/44/48
80.5 3/6
142/42/46
79.8 3/6
140/40/44
79.5 3/6
139/39/43
78.3 3/3
140/40/44
76.9 3/3
140/40/43
75.4 3/3
140/40/43
73.9 3/3
139/40/43
72.4 3/3
139/40/43
70.9 3/3
140/40/43
69.4 3/3
139/39/43
2750
84.8 3/6
153/54/57
84.3 3/6
151/52/55
83.7 3/6
148/49/52
83.0 3/6
146/48/51
82.1 3/6
143/48/51
81.4 3/6
141/45/48
80.7 3/6
139/44/47
80.4 3/9
138/40/44
79.2 3/6
139/40/44
78.0 3/6
140/42/45
76.8 3/6
141/41/45
75.4 3/6
143/43/46
73.9 3/6
144/44/47
72.3 3/3
145/45/48
70.7 3/3
144/44/47
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=44C
TMAX=55C

OAT
(C)
60
62
64
66
68
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
61.8 3/9
123/23/27
60.6 3/9
122/22/25
59.5 3/3
122/22/25
58.4 3/3
121/21/24
57.2 3/3
122/22/25

IAS(KT) : V1/VR/V2
2000
2250
64.3 3/3
129/29/32
63.2 3/3
129/29/32
62.0 3/3
129/29/32
60.7 3/3
127/27/31
59.5 3/3
127/27/30
66.4 3/3
134/34/38
65.1 3/3
134/34/37
63.8 3/3
134/34/37
62.6 3/3
132/32/35
61.3 3/3
132/32/35
2500
68.0 3/3
138/38/42
66.6 3/3
138/38/41
65.3 3/3
137/37/40
63.9 3/3
135/35/39
62.6 3/3
134/34/37
2750
69.1 3/3
142/42/45
67.7 3/3
141/42/45
66.4 3/3
141/41/43
65.0 3/3
140/40/43
63.5 3/3
139/39/42
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=42C
TMAX=53C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
74.4 3/9
133/34/39
73.4 3/9
131/34/39
72.3 3/9
130/33/38
71.3 3/9
128/32/37
70.2 3/9
127/31/36
69.2 3/9
126/30/35
68.3 3/9
124/29/34
68.1 3/9
124/29/33
67.1 3/9
124/28/33
66.2 3/9
124/27/32
65.4 3/9
123/26/31
64.5 3/9
123/26/30
63.5 3/9
123/25/29
62.6 3/9
123/24/28
61.6 3/9
122/23/27

IAS(KT) : V1/VR/V2
2000
78.0 3/3
139/39/43
77.3 3/3
137/37/41
76.4 3/9
135/36/41
75.5 3/9
133/35/40
74.4 3/9
132/35/39
73.3 3/9
131/34/39
72.3 3/9
129/33/38
72.1 3/9
129/33/38
71.0 3/9
129/32/37
70.0 3/9
129/31/36
69.0 3/9
128/30/34
68.0 3/9
128/29/33
66.9 3/9
128/29/32
65.8 3/9
128/28/31
64.5 3/3
128/28/31
2250
80.5 3/3
145/45/49
79.9 3/3
143/43/47
79.2 3/3
141/41/45
78.5 3/3
139/39/43
77.7 3/9
137/37/41
76.8 3/9
135/37/41
76.0 3/9
134/36/40
75.8 3/9
134/36/40
74.5 3/9
134/35/39
73.2 3/9
133/34/38
72.0 3/9
133/34/37
70.7 3/3
133/33/37
69.3 3/3
133/33/37
68.0 3/3
133/33/37
66.7 3/3
133/33/36
2500
82.5 3/3
151/51/54
82.0 3/3
149/49/52
81.4 3/3
147/47/50
80.7 3/3
144/44/48
80.0 3/3
142/42/46
79.2 3/3
141/41/44
78.6 3/6
139/39/43
78.4 3/6
138/38/42
77.0 3/3
138/38/42
75.6 3/3
138/38/42
74.2 3/3
138/38/42
72.7 3/3
138/38/42
71.3 3/3
138/38/42
69.9 3/3
138/38/42
68.4 3/3
138/38/41
2750
83.6 3/6
152/52/55
83.0 3/6
149/49/52
82.4 3/6
147/49/52
81.7 3/6
144/47/51
80.9 3/6
142/45/48
80.2 3/6
140/42/46
79.5 3/6
138/39/43
79.3 3/9
137/39/43
78.0 3/6
138/39/43
76.9 3/6
139/40/43
75.6 3/6
140/40/44
74.3 3/6
142/42/45
72.8 3/6
143/43/46
71.3 3/3
143/43/46
69.7 3/3
143/43/46
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=42C
TMAX=53C

OAT
(C)
58
60
62
64
66
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
60.6 3/9
122/22/26
59.5 3/9
121/21/24
58.4 3/9
120/20/23
57.4 3/9
119/19/22
56.2 3/9
118/18/21

IAS(KT) : V1/VR/V2
2000
2250
63.3 3/3
127/27/31
62.0 3/3
127/27/31
60.9 3/3
127/27/30
59.7 3/3
126/26/29
58.5 3/3
125/25/28
65.4 3/3
133/33/36
64.0 3/3
132/32/36
62.8 3/3
131/31/35
61.5 3/3
131/31/34
60.3 3/3
130/30/33
2500
66.9 3/3
137/37/41
65.5 3/3
136/36/40
64.2 3/3
135/35/38
61.8 3/9
124/24/27
61.5 3/3
133/33/36
2750
68.1 3/3
140/41/44
66.6 3/3
139/39/42
65.3 3/3
139/39/42
63.9 3/3
138/38/41
62.6 3/3
137/37/40
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TREF=40C
TMAX=51C
OAT
(C)
-20
-10
0
10
20
30
40
42
44
46
48
50
52
54
56
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
72.8 3/9
131/33/38
71.7 3/9
130/33/37
70.7 3/9
128/32/36
69.7 3/9
127/31/35
68.7 3/9
126/30/34
67.7 3/9
124/29/33
66.7 3/9
123/28/32
65.9 3/9
123/27/31
65.0 3/9
122/26/30
64.1 3/9
122/25/29
63.2 3/9
122/24/28
62.3 3/9
122/24/28
61.4 3/9
121/23/27
60.5 3/9
121/22/26
59.5 3/9
121/21/25

IAS(KT) : V1/VR/V2
2000
2250
76.5 3/3
137/37/41
75.7 3/9
135/36/40
74.7 3/9
134/35/40
73.7 3/9
132/35/39
72.7 3/9
131/34/38
71.6 3/9
129/33/37
70.7 3/9
128/32/36
69.7 3/9
128/31/35
68.7 3/9
127/30/34
67.7 3/9
127/29/33
66.7 3/9
127/28/32
65.7 3/9
127/27/31
64.7 3/9
126/27/30
63.4 3/9
125/25/29
62.2 3/3
126/26/29
79.1 3/3
143/43/47
78.4 3/3
141/41/45
77.7 3/3
139/39/43
77.1 3/3
137/37/41
76.2 3/9
135/36/41
75.3 3/9
134/36/40
74.3 3/9
132/35/39
73.1 3/9
132/34/39
71.8 3/9
132/34/38
70.7 3/9
132/32/36
69.5 3/3
132/32/36
68.2 3/3
132/32/35
66.9 3/3
132/32/35
65.6 3/3
132/32/35
64.3 3/3
131/31/35
2500
81.1 3/3
149/49/52
80.6 3/3
147/47/50
79.9 3/3
145/45/48
79.3 3/3
142/42/46
78.5 3/3
141/41/44
77.8 3/3
139/39/43
77.2 3/9
137/37/41
75.8 3/3
137/37/41
74.2 3/3
137/37/41
72.8 3/3
137/37/41
71.5 3/3
137/37/40
70.1 3/3
137/37/40
68.8 3/3
137/37/40
67.3 3/3
137/37/40
65.9 3/3
136/36/39
2750
82.3 3/6
150/50/53
81.7 3/6
147/47/51
81.1 3/6
145/47/50
80.4 3/6
142/45/48
79.6 3/6
140/42/46
78.8 3/6
138/40/44
78.2 6/9
136/38/42
76.9 3/6
137/38/42
75.6 3/6
138/40/43
74.4 3/6
139/40/43
73.1 3/6
141/41/44
71.6 3/3
142/42/45
70.1 3/3
142/42/45
68.6 3/3
141/41/44
67.1 3/3
139/39/42
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TREF=40C
TMAX=51C

OAT
(C)
58
60
62
64
CTV A320 FLEET

FCOM
DRY RUNWAY
SLOPE=0%
1750
58.5 3/9
120/20/23
57.4 3/9
119/19/22
56.3 3/9
118/18/21
55.2 3/9
117/17/20

IAS(KT) : V1/VR/V2
2000
2250
61.0 3/3
126/26/29
59.8 3/3
125/25/28
58.6 3/3
125/25/28
57.5 3/3
124/24/26
63.0 3/3
131/31/34
61.7 3/3
130/30/33
60.5 3/3
130/30/32
59.2 3/3
129/29/31
2500
64.5 3/3
135/35/38
62.1 3/9
124/24/27
61.7 3/3
132/33/36
60.5 3/3
132/32/34
2750
65.6 3/3
138/38/41
64.2 3/3
137/37/40
62.9 3/3
136/36/39
61.5 3/3
136/36/39
30 MAY 13
PERFORMANCE
TAKEOFF
A320
TAKEOFF DATA - NET TAKEOFF FLIGHT PATH
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PER-TOF-TOD-50-00001773.0001001 / 15 DEC 09
Applicable to: ALL
The following graphs enable the crew to quickly determine the takeoff performance out of an airport
by positioning obstacles.
They must be used with the corresponding quick reference table so as to determine weight
decrement and required gradient.
The net takeoff flight path and the associated weight decrement are conservative.
HOW TO PROCEED
Applicable to: ALL
1. Position the obstacle by entering its distance from end of runway and its height above the end of
runway (No 35 ft margin is required as this is already included).
In case of an ascending runway, increase the obstacle height by an additional value as indicated
below each graph.
2. Read the associated weight correction. Interpolate if necessary. The second segment gradient is
given for information only.
3. Decrease the takeoff speeds by 1 kt per 1 000 kg (0.5 kt per 1 000 lb) weight decrement. Limit the
final speeds to the minimum values (Refer to PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC).
Note:
In case of tailwind, do not use the obstacle clearance graphs.
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CLOSE OBSTACLE CLEARANCE CONF 1 + F

Ident.: PER-TOF-TOD-50-00001775.0085001 / 26 NOV 12
Note:
In case of ascending runway, increase obstacle height by 50 ft per percent runway slope.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
REMOTE OBSTACLE CLEARANCE CONF 1 + F

Note:
CTV A320 FLEET

FCOM
C to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CLOSE OBSTACLE CLEARANCE CONF 2

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
REMOTE OBSTACLE CLEARANCE CONF 2

Note:
CTV A320 FLEET

FCOM
E to F
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:

Note:
CTV A320 FLEET

FCOM
G to H
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RUNWAY CONTAMINATION - GENERAL
GENERAL
Ident.: PER-TOF-CTA-10-00001781.0001001 / 21 MAR 11
Applicable to: ALL
This section presents the recommendations of Airbus for operations from wet runways or from
runways which are covered with contaminants such as standing water, slush or snow.
CAUTION
CTV A320 FLEET

FCOM
Takeoff from an icy runway is not recommended.
PER-TOF-CTA-10 P 1/2
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
RUNWAY CONTAMINATION - DEFINITIONS
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-TOF-CTA-20-00001782.0001001 / 22 MAY 13
Applicable to: ALL
DAMP
WET
STANDING WATER
SLUSH
WET SNOW
DRY SNOW
COMPACTED SNOW :
ICY
:
A runway is damp when the surface is not dry, but when the water on it
does not give it a shiny appearance.
A runway is considered as wet when the surface has a shiny
appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning.
is caused by heavy rainfall and /or insufficient runway drainage with a
depth of more than 3 mm.
is water saturated with snow which spatters when stepping firmly on
it. It is encountered at temperatures around 5 C and its density is
approximately 0.85 kg/l (7.1 lb/US Gal).
is a condition where, if compacted by hand, snow will stick together
and tend to form a snowball. Its density is approximately 0.4 kg/l
(3.35 lb/US Gal).
is a condition where snow can be blown if loose, or if compacted by
hand, will fall apart again upon release. Its density is approximately
0.2 kg/l (1.7 lb/US Gal).
is a condition where snow has been compressed.
is a condition where the friction coefficient is 0.05 or below.
EQUIVALENCES
Ident.: PER-TOF-CTA-20-00014919.0002001 / 12 JUL 13

For the below-listed reported contaminants, the following equivalent runway conditions can be
retained for the takeoff performance determination.
Reported contaminant
Type of contaminant
Depth of contaminant
Slush
Water
Wet snow
Dry snow
CTV A320 FLEET

FCOM
3 mm (0.12 in)
3 mm (0.12 in)
3 mm (0.12 in)
> 25.4 mm (1 in)
3 mm (0.12 in)
> 101.6 mm (4 in)
A to B
Equivalent Runway Condition

Wet
Takeoff not recommended
Wet
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EQUIVALENCES
Ident.: PER-TOF-CTA-20-00014919.0001001 / 12 JUL 13
PK-GLO, PK-GLU
retained for the takeoff performance determination.
Type of contaminant
Slush
Water
Wet snow
Dry snow
CTV A320 FLEET

FCOM
3 mm (0.12 in)
3 mm (0.12 in)
3 mm (0.12 in)
12.7 mm (1/2 in)
25.4 mm (1 in)
> 25.4 mm (1 in)
3 mm (0.12 in)
50.8 mm (2 in)
101.6 mm (4 in)
> 101.6 mm (4 in)

Wet
6.3 mm (1/4 in) Slush
Wet
16 JUL 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
OPERATIONAL CONDITIONS
Ident.: PER-TOF-CTA-30-00001783.0001001 / 14 DEC 09
Applicable to: ALL
Performance penalties for takeoff as published in this section are computed with the
following assumptions :
The contaminant is in a layer of uniform depth and density over the entire length of the runway.
Antiskid and spoilers are operative.
The friction coefficient is based on studies and checked by actual tests.
The screen height at the end of takeoff segment is 15 ft, not 35 ft.
In addition, for contaminated runways only :
There is drag due to rolling resistance of the wheels.
There is drag due to spray on the airframe and gears.
Reverse thrust is used for the deceleration phase.
Maximum thrust is used for takeoff.
Note:
The net flight path clears obstacles by 15 ft instead of 35 ft.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RUNWAY CONTAMINATION - OPERATIONAL CONDITIONS
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
RUNWAY CONTAMINATION - TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
TAKEOFF PERFORMANCE
Ident.: PER-TOF-CTA-40-10-00013660.0003001 / 04 MAR 11
Applicable to: ALL
CAUTION
The method is based on the use of the RTOW charts established at optimum V2/VS
and optimum V1/VR. In addition, when applying corrections for a wet runway, the
RTOW charts should also have been established with V1 min (minimum V1 of the
V1 range). The method should not be used with takeoff charts computed for other
conditions. All tables have been established for TOGA (and Flexible Takeoff for wet
runways). Do not use them for Derated thrust.
Correct the determined maximum takeoff weight on dry runway to take into account QNH and bleed
effects, then apply the corrections given on the following pages.
Note:
1. The results obtained with this method may be different from the influence given at the
bottom of the RTOW chart.
2. On contaminated runway, in some cases, no MTOW can be determined with this method
(box dashed below a given weight). A specific RTOW chart must then be computed.
3. The published corrections are valid for charts calculated with forward CG and basic CG.
CTV A320 FLEET

FCOM
PER-TOF-CTA-40-10 P 1/2
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF FROM A WET RUNWAY

HOW TO PROCEED
Applicable to: ALL
1. Determine the maximum takeoff weight or flexible temperature and associated speeds on dry
runway.
2. Two sets of tables are given depending on the use of thrust reversers and the presence of
clearway. Select the table to use as applicable to your case.
The runway length in the table corresponds to the available takeoff run (TORA).
3. Apply the corrections shown in the table to the maximum takeoff weight or flexible temperature
and associated speeds determined on dry runway.
4. Check that takeoff speeds are greater than the minimum values shown on the RTOW chart.
If one or more speeds are lower than these minimum values, apply the following procedure :
Actual TOW = maximum TOW
If V1 is lower than the minimum V1 (V1 limited by VMCG), take this last value as V1 and
further decrease weight by 3 000 kg (6 600 lb ) per knot difference between them. Check that
VR and V2 are higher than or equal to the minimum values.
If VR or/and V2 falls below the minimum values, takeoff is not possible.
Actual TOW lower than maximum TOW
If V1 corresponding to actual TOW is lower than the minimum V1 (V1 limited by VMCG) :
If maximum TOW has a V1 equal to or above minimum V1, retain minimum V1 as V1 and
decrease the flexible temperature by 4 C per knot difference between them.
In the rare case when the V1 corresponding to maximum TOW falls below the minimum
V1, decrease maximum TOW by 3 000 kg (6 600 lb ) per knot difference between them.
Limit the actual TOW to the value found after this decrement. Take V1 equal to minimum
V1 and decrease the flexible temperature by 4 C per knot difference between this last
value and the V1 corresponding to the actual TOW. Check that VR and V2 are higher than
or equal to the minimum values.
If VR or V2 corresponding to actual TOW falls below the minimum values, and if VR and V2
corresponding to maximum TOW are above the minimum values, retain the minimum speed
value for VR and V2.
5. Check that V2 is above the minimum V2 value due to VMU (Refer to PER-TOF-TOD-25-10
SPEEDS LIMITED BY VMC).
6. Check that the corrected flexible temperature is higher than OAT and Tref.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Note:
Do not extrapolate below the shortest runway length provided in the table.
If no minimum speed value is available, use the conservative values provided on Refer to
PER-TOF-TOD-25-10 SPEEDS LIMITED BY VMC.
NO THRUST REVERSERS OPERATIVE (NO CLEARWAY)
Ident.: PER-TOF-CTA-40-20-00012743.0244001 / 14 DEC 12

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
1+F
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement (1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
2 500
8 000
3 000
10 000
3 500
11 500
and above
2 000
6 500
2 500
8 000
3 000
2 000
10 000
6 500
and above
2 500
8 000
3 000
10 000
and above
16
20
15
28
16
19
30
14
17
6.8
15.0
9.4
20.8
7.7
17.0
10.5
23.2
6.9
15.3
10.0
22.1
12.0
26.5
6.9
15.3
8.9
19.7
15
13
13
13
15
12
13
11

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
(1 000 lb)
CTV A320 FLEET

FCOM
1+F
2 500
8 000
3 000
10 000
3 500
11 500
and above
2 000
6 500
2 500
8 000
10
2.4
5.3
0.9
2.0
0.8
1.8
2.8
6.2
2.2
4.9
2.2
4.9
A to B
3 000
1 750
10 000
5 750
and above
9
2 000
6 500
2 500
8 000
and above
2.5
1.5
1.5
5.6
3.4
3.4
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
1+F
V1 decrement (kt)
VR and V2
decrement (kt)
2 500
8 000
3 000
10 000
16
3
2
2 000
6 500
2 500
8 000
16
3 500
11 500
and above
14
16
15
3
3 000
1 750
10 000
5 750
and above
15
15
7
2 000
6 500
15
2 500
8 000
and above
15

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET

FCOM
1+F
2 500
8 000
3 000
10 000
3 500
11 500
and above
2 000
6 500
2 500
8 000
2.6
5.8
2.0
4.5
1.3
2.9
2.5
5.6
2.2
4.9
15
14
14
16
3 000
1 750
10 000
5 750
and above
2 000
6 500
2 500
8 000
and above
0.7
1.6
2.1
4.7
2.1
4.7
0.7
1.6
14
14
14
15
13
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
ALL THRUST REVERSERS OPERATIVE (NO CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
1+F
2500
8000
FLEX TO Temperature
13
decrement (C)
MAX TO Weight
decrement (1000 kg) 5.5
(1000 lb)
12.2
8
V1 decrement (kt)
VR and V2
3
decrement (kt)
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
17
15
16
16
20
17
8.1
17.9
6
7.9
17.5
0
2.5
5.6
10
6.9
15.3
6
7.7
17.0
5
8.1
17.9
7
3.1
6.9
9
8.9
19.7
5

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET

FCOM
1+F
2500
8000
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
1.4
3.1
10
0.6
1.4
11
0.6
1.4
8
1.3
2.9
10
0.8
1.8
10
0.5
1.2
10
0.9
2.0
9
0.7
1.6
9
0.7
1.6
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
decrement (1000 kg)
(1000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2500
8000
3000
10000
3500
11500
and above
2000
6500
2500
8000
3000
10000
and above
1750
5750
2000
6500
2500
8000
and above
1.0
2.3
9
0.6
1.4
9
0.0
0.0
9
0.8
1.8
10
0.3
0.7
8
0.0
0.0
9
0.6
1.4
10
0.2
0.5
9
0.1
0.3
8
NO THRUST REVERSERS OPERATIVE (WITH CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement
(1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET

FCOM
1+F
2 500
8 000
3 000
10 000
19
19
20
8.0
17.7
9.0
19.9
14
16
3 500
2 000
11 500
6 500
and above
2 500
8 000
3 000
10 000
and above
2 000
6 500
2 500
8 000
3 000
10 000
and above
42
19
30
37
17
17
9.8
21.7
16.0
35.3
8.4
18.6
16.0
35.3
15.0
33.1
8.4
18.6
9.0
19.9
12
11
C to D
12
10
11
11
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-TOF-CTA-40-20-00012745.0049001 / 08 FEB 11
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement
(1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2 500
8 000
3 000
10 000
13
4.0
8.9
1.8
4.0
15
16
3 500
2 000
11 500
6 500
and above
2 500
8 000
3 000
10 000
and above
1 750
5 750
2 000
6 500
2 500
8 000
and above
17
14
1.8
4.0
4.8
10.6
3.0
6.7
3.0
6.7
4.2
10.4
2.4
5.3
2.4
5.3
11
16
15
15
14
13
14
14

Ident.: PER-TOF-CTA-40-20-00012745.0044001 / 08 FEB 11
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO
Temperature
decrement (C)
MAX TO Weight
decrement
(1 000 kg)
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET
FCOM
1+F
2 500
8 000
3 000
10 000
15
5.4
12.0
4.1
9.1
14
15
3 500
2 000
11 500
6 500
and above
2 500
8 000
3 000
10 000
and above
1 750
5 750
2 000
6 500
2 500
8 000
and above
14
11
15
12
3.8
8.4
4.6
10.2
4.2
9.3
1.6
3.6
4.5
10.0
4.5
10.0
2.2
4.9
15
14
14
15
13
13
14
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
ALL THRUST REVERSERS OPERATIVE (WITH CLEARWAY)

TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
1+F
2 500 3 000
8 000 10 000
2
3 500
2 000
11 500
6 500
and above
2 500
8 000
3
3 000
2 000
10 000
6 500
and above
2 500
8 000
3 000
10 000
and above
12
17
10
3.9
8.6
9
2.3
5.1
10
2.0
4.5
12
4.5
10.0
9
3.5
7.8
9
4.5
10.0
10
6.7
14.8
10
2.0
4.5
9
5.0
11.1
10

Ident.: PER-TOF-CTA-40-20-00012941.0049001 / 28 JAN 11
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET

FCOM
1+F
2 500 3 000
8 000 10 000
2
3 500
2 000
11 500
6 500
and above
2 500
8 000
3 000
10 000
and above
1 750
5 750
2 000
6 500
2 500
8 000
and above
12
2.7
6.0
9
1.1
2.5
11
1.0
2.3
10
3.3
7.3
9
1.6
3.6
10
1.5
3.4
9
2.7
6.0
8
1.6
3.6
9
1.6
3.6
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-TOF-CTA-40-20-00012941.0044001 / 28 JAN 11
TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
FLEX TO Temperature
decrement (C)
MAX TO Weight
(1 000 lb)
V1 decrement (kt)
VR and V2
decrement (kt)
CTV A320 FLEET

FCOM
1+F
2 500 3 000
8 000 10 000
2
3 500
2 000
11 500
6 500
and above
2 500
8 000
3
3 000
1 750
10 000
5 750
and above
2 000
6 500
2 500
8 000
and above
11
10
11
3.9
8.6
9
2.3
5.1
10
0.9
2.0
12
3.3
7.3
9
3.1
6.9
9
1.0
2.3
10
3.3
7.3
8
3.3
7.3
9
1.3
2.5
9
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF FROM A CONTAMINATED RUNWAY

TAKEOFF FROM A 6.3 MM (1/4 INCH) WATER COVERED RUNWAY
Determine maximum takeoff weight on dry runway.

Apply the following weight decrement versus takeoff configuration, runway length and clearway
availability to determine a corrected weight.
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 00
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5750
2 000
6 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 00
and
above
2 500
8 000
and
above
12.8
10.5
11.7
10.1
9.8
9.0
9.8
9.0
13.9
11.1
13.2
11.1
11.4
10.4
14.9
11.4
14.5
11.8
13.1
11.8
Enter the following tables with the corrected weight to determine MTOW then determine takeoff
speeds associated with actual TOW.
CONF 1 + F
CORRECTED
WEIGHT
(1 000 kg)
<55.2 55.2
56
58
58 to 78
46.7
50
58
EQUAL TO CORRECTED WEIGHT
ACTUAL WEIGHT
<46.7 46.7
(1 000 kg)
48
50
MTOW
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124
124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 123 126 128 131 133 135 138 140 142 145 147 149 152 154 156 158
117
117 117 117 117 117 117 117 120 122 124 127 129 131 134 136 138 140
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
(1 000 kg)
<56.8 56.8
58
59
59 to 78
48.7
55
59
ACTUAL WEIGHT
<48.7 48.7
(1 000 kg)
50
52
MTOW
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54
56
58
59
60
62
64
66 68 70 72 74
76
78
125
125
127 129 132 134 137 138 139 141 143 146 148 150 153 155 157 159
119
119
121 123 126 128 131 132 133 135 137 140 142 144 147 149 151 153
115
115
115 115 115 115 115 115 116 118 120 123 125 127 130 132 134 136
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
<57.8 57.8
58
60
60 to 78
48
49
60
ACTUAL WEIGHT
<48
(1 000 kg)
48
50
52
123
126
126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
118
118
121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
114
114
114 114 114 114 114 114 116 118 121 123 125 129 129 131 133
MTOW
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54
56
58
60
62
64
66
68
70
72
74
76
78


CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 700
2 000
6 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
2 500
8 000
and
above
11.8
9.7
10.9
9.7
8.7
7.7
6.4
5.5
12.9
10.6
11.8
10.6
10.2
9.4
14.6
11.9
13.7
11.9
12.1
11.0
CONF 1 + F
CORRECTED
WEIGHT
(1 000 kg)
<53.2 53.2 54 55
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
46.7 51 55
<46.7 46.7 48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
55 to 78
50 52 54

55
56
58
60
62
64
66 68 70
72
74 76 78
124 124 126 129 131 134 135 136 139 141 143 146 148 150 153 155 157 159 161
122 122 124 127 129 132 133 134 137 139 141 144 146 148 151 153 155 157 159
116 116 116 116 116 116 116 117 120 122 124 127 129 131 134 136 138 140 142
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
(1 000 kg)
<54.8 54.8 56
57
57 to 78
MTOW
(1 000 kg)
48
53
57
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
52
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54
56
57
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 135 136 139 141 143 146 148 150 152 155 157 158
119 119 122 124 127 129 130 131 134 136 138 141 143 145 147 150 152 153
114 114 114 114 114 114 114 115 118 120 122 124 125 127 131 134 136 137
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
<55.5 55.5 56 57.3
MTOW
(1 000 kg)
48
50 57.3
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
57.3 to 78
54 56 57.3 58
60
62 64
66
68
70
72
74
76
78
124 124 126 129 131 133 135 136 138 141 143 145 147 150 152 154 156 158
119 119 121 124 126 128 130 131 133 136 138 140 142 145 147 149 151 153
114 114 114 114 114 114 114 115 117 120 122 124 126 129 131 133 135 137


CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
Weight (1 000 lb)

With clearway
Without clearway
4 000
13 000
and
above
3 000
10 000
and
above
28.3
23.2
25.8
22.3
21.9
19.9
21.7
19.9
30.7
24.5
29.2
24.5
25.2
23.0
1 750 2 0006
5 750 500
32.5
26.1
32.0
26.1
2 500
8 000
and
above
28.5
25.6
Enter the following tables with the corrected weight to determine MTOW. Then determine takeoff
CONF 1 +F
CORRECTED
WEIGHT
(1 000 lb)
<120 120
125
125 to 170
100
125
<100 100
105
110 115
120 125 130 135 140 145
150
155 160 165 170
123
123
126
129 131
134 137 140 142 145 147
150
153 155 158 160
120
120
123
126 128
131 134 137 139 142 144
147
150 152 155 157
116
116
116
116 116
116 116 119 121 124 126
129
132 134 137 139
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
<123.6 123.6 125 128.3
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
128.3 to 170
105 111.8 128.3
<105 105
110 115 120
125 128.3 130 135 140 145
150
155 160 165 170
124
124
130 132
132
135
137
138 140 143 146
148
151 153 156 158
118
118
124 126
126
129
131
132 134 137 140
142
145 147 150 152
114
114
114 114
114
114
114
115 117 120 123
125
128 130 130 135
CONF 3
CORRECTED
WEIGHT
(1 000 lb)
<124.6 124.6
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
130
130 to 170
103.3 105.2 130
<103.3 103.3
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
125
105
110 115 120 125 130 135 140 145 150 155
160
165 170
122
122
123
125 128 131 134 137 139 142 144 147 149
152
154 156
117
117
118
120 123 126 129 132 134 137 139 142 144
147
149 151
113
113
113
113 113 113 113 113 115 118 120 123 125
128
130 132
TAKEOFF FROM A 6 MM (1/4 INCH) WATER COVERED RUNWAY


CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF CONFIGURATION
CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
11.9
9.9
11.0
9.6
4000
3500 13000
11500 and
above
10.8
10.2
10.8
10.2
CONF 2
2250
7000
2750
9000
3250
10500
and
above
13.3
11.2
12.4
11.0
9.7
8.8
CONF 3
2000
6500
2500
8000
2750
9000
and
above
16.8
14.6
14.8
13.4
13.5
12.6
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<50
50
52
54
54 to 78
45
49
54
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143
CTV A320 FLEET

FCOM
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
<50.7 50.7
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
45.3
<45.3 45.3 46
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
54
55
55 to 78
48
53
55
48 50 52 54 55 56
58
60
62 64 66 68 70
72
74
76
78
122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160
117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155
114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140
CONF 3
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<50
50
52
54
55
55 to 78
44
48
53
55
<44 44
46
48
50
52
54 55 56 58
60
62
64
66
68
70 72 74
76
78
121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140

Ident.: PER-TOF-CTA-40-30-00001794.0117001 / 01 APR 11

CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
2 500
8 000
and
above
16.7
14.4
15.7
14.1
12.9
12.0
10.4
9.6
17.3
13.3
16.6
14.5
15.5
14.5
17.5
14.0
17.5
14.8
16.3
15.0
CONF 1 + F
CORRECTED
WEIGHT
<51.4 51.4 52 52.7
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52.7 to 78
46.7 49 52.7
<46.7 46.7 48
50

52 52.7 54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 132 134 136 138 141 143 145 148 150 152 155 157 159 161
122 122 124 127 129 130 132 134 136 139 141 143 146 148 150 153 155 157 159
117 117 117 117 117 117 119 121 123 126 128 130 133 135 137 140 142 144 146
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
<52.9 52.9 54
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54 to 78
48 54
48
50

52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
119 119 122 124 127 129 132 134 136 138 141 143 145 148 150 152 154
115 115 115 115 115 117 120 122 124 126 129 131 133 136 138 140 142
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
<54 54 56
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
56 to 78
48 56
48
50

52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
118 118 121 123 126 128 130 133 135 137 140 142 144 146 148 150 152
114 114 114 114 114 114 116 119 121 123 126 128 130 132 134 136 138


CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 700
2 000
6 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
2 500
8 000
and
above
15.2
13.1
14.3
13.1
11.9
10.9
9.2
8.3
16.0
13.7
14.9
13.7
13.9
13.1
18.9
15.0
16.4
14.6
15.7
14.6
CONF 1 + F
CORRECTED
WEIGHT
<49.4 49.4 50
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
50 to 78
46.7 50
<46.7 46.7 48

50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161
123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
116 116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 146 148
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CORRECTED
WEIGHT
(1 000 kg)
<51 51
MTOW
(1 000 kg)
48
ACTUAL
WEIGHT
(1 000 kg)
<48
48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
52 to 78
52
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158
120 120 123 125 128 130 132 135 137 139 142 144 146 148 151 153 154
114 114 114 114 117 119 121 124 126 128 131 133 135 137 140 142 143
CONF 3
CORRECTED
WEIGHT
<51.8 51.8 52 53
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48
<48 48
53 to 78
49 53
50
52

53
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 130 131 133 136 138 141 143 145 147 150 152 154 156 158
120 120 122 125 126 127 129 132 134 137 139 141 143 146 148 150 152 154
114 114 114 114 114 115 117 120 122 125 127 129 131 134 136 138 140 142


CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
CONF 3
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
Weight (1 000 lb)

With clearway
Without clearway
4 000
13 000
and
above
2 500
8 000
and
above
36.9
31.8
34.7
31.1
28.5
26.5
23.0
21.2
38.2
32.0
36.6
32.0
32.5
30.3
38.6
30.9
38.6
32.7
36.0
33.1
CONF 1 +F
CORRECTED
<110.9110.9 115
WEIGHT (1 000 lb)
MTOW
(1 000 lb)
ACTUAL WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
100 115
115 to 170
<100 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170
123 123 126 129 131 134 137 140 142 145 147 150 153 155 158 160
121 121 124 127 129 132 135 138 140 143 145 148 151 153 156 158
116 116 116 116 116 119 122 125 127 130 132 135 138 140 143 145
CONF 2
CORRECTED
WEIGHT (1 000 lb)
MTOW
(1 000 lb)
<114 114 115 117.5

-
117.5 to 170
103.3108.4117.5
ACTUAL WEIGHT
<103.3103.3 105 110 115 117.5 120 125 130 135 140 145 150 155 160 165 170
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
123 123 124 127 130 131 132 135 138 140 143 146 148 151 153 156 158
118 118 119 122 125 126 127 130 133 135 138 141 143 146 148 151 153
114 114 114 114 114 114 115 118 121 123 126 129 131 134 136 139 141
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT (1 000 lb)
<118 118 120 121.7
MTOW
(1 000 lb)
121.7 to 170
103.3113.4121.7
ACTUAL WEIGHT
<103.3103.3 105 110 115 120 121.7 125 130 135 140 145 150 155 160 165 170
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
122 122 123 125 128 131 132 134 137 139 142 144 147 149 152 154 156
117 117 118 120 123 126 127 129 132 134 137 139 142 144 147 149 151
113 113 113 113 113 113 113 115 118 120 123 125 128 130 133 135 137
TAKEOFF FROM A 13 MM (1/2 INCH) WATER COVERED RUNWAY


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
16.2
14.2
15.2
13.8
4000
3500 13000
11500 and
above
13.7
12.7
10.8
10.2
CONF 2
2250
7000
2750
9000
3250
10500
and
above
16.8
14.8
16.2
14.8
14.5
13.6
CONF 3
2000
6500
2500
8000
2750
9000
and
above
19.0
16.8
18.0
16.6
17.2
16.3
CTV A320 FLEET

FCOM
C to D
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<47.6
47.6
48
49.3
49.3 to 78
45
46
49.3
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46
48 49.3 50
52
54
56
58
60
62
64
66
68 70 72 74 76 78
122
122 123 126 128 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 127 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 117 119 122 124 126 129 131 133 136 138 140 143 145 147 149
CONF 2
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<48.1
48.1
50
50 to 78
45.3
50
<45.3 45.3 46
48
50
52
54
56
58
60
62
64
66
68 70
72
74
76
78
122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
118 118 119 121 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156
114 114 114 114 114 116 119 121 124 126 128 131 133 135 138 140 142 144 146
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1000 kg)
<48
48
50
51
51 to 78
44
49
51
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<44 44
46
48
50 51
52
54 56 58
60
62
64
66
68
70 72 74
76
78
121 121 123 126 129 130 131 134 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 127 128 131 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 114 115 118 120 123 125 127 130 132 134 136 139 141 143 145
TAKEOFF FROM A 6.3 MM (1/4 INCH) SLUSH COVERED RUNWAY


TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
13.2
10.9
11.8
10.2
9.8
9.0
9.8
9.0
2 000
6 500
14.5
11.7
CONF 3
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
2 500
8 000
and
above
13.8
11.7
11.6
10.6
15.2
11.5
15.2
12.5
13.9
12.6
CTV A320 FLEET

FCOM
D to E
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
<53.2 53.2 54
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
55
55 to 78
46.7 51
55
<46.7 46.7 48
50
52 54
55
56
58
60
62
64
66
68
70 72 74
76
78
124
124 126 129 131 134 135 136 138 141 143 145 148 150 152 155 157 159 161
122
122 124 127 129 132 133 134 136 139 141 143 146 148 150 153 155 157 159
117
117 117 117 117 117 117 118 120 123 125 127 130 132 134 137 139 141 143
CONF 2
CORRECTED
WEIGHT
<54.8 54.8 56 56.7
(1 000 kg)
56.7 to 76
MTOW
(1 000 kg)
48
53 56.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
124
124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
119
119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
115
115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
52
54
56 56.7 58
60
62
64
66
68
70
72
74
76
78
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<56.3 56.3 58 58.7
(1 000 kg)
58.7 to 78
MTOW
(1 000 kg)
48
55 58.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
54
56
58 58.7 60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
118 118 121 123 126 128 130 131 133 135 137 140 142 144 146 148 150 152
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135


TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
12.2
10.1
10.7
9.5
8.5
7.5
6.4
5.5
2 000
6 500
13.4
11.1
CONF 3
2 500
8 000
3 000
10 000
and
above
1 750
5 700
2 000
6 500
2 500
8 000
and
above
12.3
11.1
10.7
9.9
14.0
12.2
14.0
12.2
13.0
11.9
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
<49.9 49.9 50
(1 000 kg)
MTOW
(10 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
51
51 to 78
46.7 47
51
<46.7 46.7 48
50
51 52 54
56
58
60
62
64
66
68 70
72
74
76
78
124
124 126 129 130 131 134 136 139 141 143 146 148 150 153 155 157 159 161
122
122 124 127 128 129 132 134 137 139 141 144 146 148 151 153 155 157 159
116
116 116 116 116 117 120 122 125 127 129 132 134 136 139 141 143 145 147
CONF 2
CORRECTED
WEIGHT
<52.4 52.4 53.3
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
53.3 to 78
48 53.3
48
50

52 53.3 54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 131 132 134 136 139 141 143 146 148 150 152 155 157 158
119 119 122 124 126 127 129 131 134 136 138 141 143 145 147 150 152 153
114 114 114 114 114 115 117 119 122 124 126 129 131 133 135 138 140 141
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<53.3 53.3 54
(1 000 kg)
55
55 to 78
MTOW
(1 000 kg)
48
51
55
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
52
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54
55
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 132 133 136 138 141 143 145 147 150 152 154 156 158
120 120 122 125 127 128 129 132 134 137 139 141 143 146 148 150 152 154
114 114 114 114 114 114 115 118 120 123 125 127 129 132 134 136 138 140


TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
Weight (1 000 lb)

With clearway
Without clearway
4 000
13 000
and
above
29.2
24.1
26.1
22.5
21.9
19.9
21.7
19.9
2 000
6 500
32.0
25.8
CONF 3
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
2 500
8 000
and
above
30.5
25.8
25.6
23.4
33.6
25.4
33.6
27.6
30.7
27.8
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
<116
(1 000 lb)
116
120
120 to 170
MTOW
(1 000 lb)
100
120
ACTUAL
WEIGHT
(1 000 lb)
<100
100
105
110 115
120 125 130
135 140 145
150
155 160 165
170
123
123
126
129 131
134 137 140
142 145 147
150
153 155 158
160
121
121
124
127 129
132 135 138
140 143 145
148
151 153 156
158
116
116
116
116 116
116 119 122
124 127 129
132
135 137 140
142
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CONF 2
CORRECTED
WEIGHT
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<119 119
-
120 123.3
123.3 to 170
103.3 106.8 123.3
<103.3 103.3 105 110 115 120 123.3 125 130 135 140 145 150 155 160 165 170
123
123
124 127 130 132 134
135 138 140 143 146 148 151 153 156 158
118
118
119 122 125 127 129
130 133 135 138 141 143 146 148 151 153
114
114
114 114 114 114 114
115 118 120 123 126 128 131 133 136 138
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<122
-
122
125 126.7
126.7 to 170
103.3 118.4 126.7
<103.3 103.3 105 110 115 120 125 126.7 130 135 140 145 150 155 160 165 170
122
122
123 125 128 131 134 135 137 139 142 144 147 149 152 154 156
117
117
118 120 123 126 129 130 132 134 137 139 142 144 147 149 151
113
113
113 113 113 113 113 113 115 117 120 122 125 127 130 132 134
TAKEOFF FROM A 6 MM (1/4 INCH) SLUSH COVERED RUNWAY


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
12.6
10.6
12.6
11.2
4000
3500 13000
11500 and
above
10.4
9.8
10.4
9.8
CONF 2
2250
7000
2750
9000
3250
10500
and
above
13.4
11.3
12.7
11.3
10.5
9.6
CONF 3
2000
6500
2500
8000
2750
9000
and
above
16.6
14.4
14.9
13.5
13.9
13.0
CTV A320 FLEET

FCOM
E to F
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<48.8
48.8
50
52
52 to 78
45
48
52
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 116 116 121 123 126 128 130 133 135 137 140 142 144 146
CONF 2
CORRECTED
WEIGHT
<49.7
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
49.7
50
52
53.3
53.3 to 78
45.3
46
50
53.3
<45.3 45.3 46
48 50 52 53.3 54 56
58
60
62 64 66 68 70
72
74
76
78
122 122 123 125 128 130 132 133 135 138 140 142 145 147 149 152 154 156 158 160
118 118 119 121 124 126 128 129 131 134 136 138 141 143 145 148 150 152 154 156
114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 134 136 138 140 142
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<49.2
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
49.2
50
52
53.3
53.3 to 78
44
46
50
53.3
<44 44
46
48 50
52 53.3 54 56 58
60
62
64
66
68
70 72 74
76
78
121 121 123 126 129 131 133 134 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 130 131 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 140 142

Ident.: PER-TOF-CTA-40-30-00001788.0369001 / 01 APR 11

RUNWAY LENGTH
(m)
(ft)
Weight (1 000 kg)

With clearway
Without clearway
CONF 1 + F
CONF 2
4 000
3 000
3 500
2 500 3 000
13 000 2 000 2 500 10 000
11
8 000 10 000
and 6 500 8 000
and
500
above
above
18.9
17.3
18.9
17.3
16.3
15.4
15.4
14.6
18.7
14.7
18.7
16.6
17.9
16.9
CONF 3
1 750 2 000
5 750 6 500
18.9
15.4
18.4
15.7
2 500
8 000
and
above
18.3
17.0
CTV A320 FLEET

FCOM
F to G
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
<47.8 47.8 48
(1 000 kg)
MTOW
(1 000 kg)
46.7 48
ACTUAL WEIGHT
<46.7 46.7 48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48 to 78
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
123 123 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
117 117 117 120 122 125 127 129 132 134 136 139 141 143 146 148 150 152
CONF 2
CORRECTED
WEIGHT
<49.5 49.5 50
(1 000 kg)
MTOW
(1 000 kg)
47
ACTUAL WEIGHT
<47 47
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
50 to 78
50
48

50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 124 127 129 132 134 137 139 141 143 146 148 150 153 155 157 159
119 119 120 123 125 128 130 133 135 137 139 142 144 146 149 151 153 155
115 115 115 115 117 120 122 125 127 129 131 134 136 138 141 143 145 147
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
MTOW
(1 000 kg)
<51
51
52
52 to 78
48
52
ACTUAL WEIGHT
<48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 138 140 142 145 147 149 151 153 155 157
119 119 122 124 127 129 131 134 136 138 141 143 145 147 149 151 153
114 114 114 114 117 119 121 124 126 128 131 133 135 137 139 141 143


RUNWAY LENGTH
(m)
(ft)
Weight decrement
(1 000 kg)
With clearway
Without clearway
CONF 1 + F
CONF 2
4 000
3 000
3 500
2 500 3 000
13 000 2 000 2 500 10 000
11
8 000 10 000
and 6 500 8 000
and
500
above
above
16.8
14.7
15.9
14.7
14.5
13.5
13.0
12.1
17.4
15.1
16.3
15.1
15.9
15.1
CONF 3
1 750 2 000
5 700 6 500
19.0
16.6
17.3
16.2
2 500
8 000
and
above
17.3
16.2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT (1 000 kg)
<47
47
47 to 78
MTOW
(1 000 kg)
47
ACTUAL WEIGHT
(1 000 kg)
<47
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
47 48 50 52 54 56 58 60
62
64
66
68
70
72 74 76 78
124 124 126 129 131 134 136 139 141 143 146 148 150 153 155 157 159 161
123 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
118 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155
CONF 2
CORRECTED
WEIGHT (1 000 kg)
<48
48
48 to 78
MTOW
(1 000 kg)
48
ACTUAL WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
CTV A320 FLEET

FCOM
48 50 52 54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 136 139 141 143 146 148 150 152 155 157 158
121 121 124 126 129 131 133 136 138 140 143 145 147 149 152 154 155
115 115 118 120 123 125 127 130 132 134 137 139 141 143 146 148 149
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT (1 000 kg)
<48
48
48 to 78
MTOW
(1 000 kg)
48
ACTUAL WEIGHT
(1 000 kg)
<48
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
48 50 52 54 56 58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 133 136 138 141 143 145 147 150 152 154 156 158
121 121 123 126 28 130 133 135 138 140 142 144 147 149 151 153 155
114 114 116 119 121 123 126 128 131 133 135 137 140 142 144 146 148


TAKEOFF
CONFIGURATION
RUNWAY LENGTH
(m)
(ft)
Weight (1 000 lb)

With clearway
Without clearway
CONF 1 + F
2 500 3 000 3 500
8 000 10 000 11 500
43.3
38.2
41.7
38.2
36.0
34.0
CONF 2
CONF 3
4 000
13 000
and
above
2 000
6 500
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
2 500
8 000
and
above
34.0
32.2
41.3
32.5
41.3
36.6
39.5
37.3
40.6
34.0
40.6
34.7
40.4
37.5
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
<
WEIGHT
102.7 103.3
102.7
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
103.3 to 170
100 103.3
< 100 100 103.3 105 110 115 120 125 130 135 140 145 150 155 160 165
170
123
123
125
126 129 131 134 137 140 142 145 147 150 153 155 158
160
122
122
124
125 128 130 133 136 139 141 144 146 149 152 154 157
159
116
116
116
117 120 122 125 128 131 133 136 138 141 144 146 149
151
<107
107 108.3
108.3 to 170
101.7 108.3
CONF 2
CORRECTED
WEIGHT
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<101.7 101.7 105 108.3 110 115 120 125 130 135 140 145 150 155 160 165
170
122
122
124
126
127 130 132 135 138 140 143 146 148 151 153 156
158
118
118
120
122
123 126 128 131 134 136 139 142 144 147 149 152
154
114
114
114
114
115 118 120 123 126 128 131 134 136 139 141 144
146
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<111.3 111.3 113.3
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
113.3 to 170
103.3 113.3
<103.3 103.3 105 110 113.3 115 120 125 130 135 140 145 150 155 160 165
170
122
122 123 125 127
128 131 134 137 139 142 144 147 149 152 154
156
118
118 119 121 123
124 127 130 133 135 138 140 143 145 148 150
152
113
113 113 113 113
114 117 120 123 125 128 130 133 135 138 140
142
TAKEOFF FROM A 13 MM (1/2 INCH) SLUSH COVERED RUNWAY


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
19.0
17.0
19.5
18.1
4000
3500 13000
11500 and
above
18.5
17.5
17.0
16.4
CONF 2
2250
7000
2750
9000
3250
10500
and
above
19.5
17.4
19.5
18.1
18.7
17.8
CONF 3
2000
6500
2500
8000
2750
9000
and
above
20.7
18.5
20.4
19.0
20.1
19.2
CTV A320 FLEET

FCOM
G to H
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<46
46
46.7
46.7 to 78
45
46.7
<45
45
46 46.7 48
50
52
54
56
58
60
62
64
66
68 70 72 74 76 78
122
122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
122
122 123 124 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
116
116 116 116 118 121 123 126 128 130 133 135 137 140 142 144 147 149 151 153
CONF 2
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<46.2
46.2
47
47 to 78
45.3
47
<45.3 45.3 46
47
48 50 52 54 56
58
60
62 64 66 68 70
72
74
76
78
122 122 123 124 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
119 119 120 121 122 125 127 130 132 135 137 139 142 144 146 149 151 153 155 157
114 114 114 114 115 118 120 123 125 128 130 132 135 137 139 142 144 146 148 150
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<46.4
46.4
48
48 to 78
44
48
<44 44
46
48
50
52
54 56
58
60
62
64
66
68
70
72 74
76
78
121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 117 119 122 124 127 129 131 134 136 138 140 143 145 147 149
TAKEOFF FROM A COMPACTED SNOW COVERED RUNWAY

Ident.: PER-TOF-CTA-40-30-00001789.0347001 / 26 NOV 12

Apply the following weight decrement versus takeoff configuration and runway length to determine
a corrected weight.
RUNWAY LENGTH
(m)
(ft)
Weight decrement
(1 000 kg)
With clearway
Without clearway
CONF 1 + F
CONF 2
4 000
3 000
3 500
2 500 3 000
13 000 2 000 2 500 10 000
11
8 000 10 000
and 6 500 8 000
and
500
above
above
8.6
6.3
8.5
6.3
8.5
7.4
9.8
9.0
10.5
7.7
7.4
5.3
5.6
4.6
CONF. 3
1 750 2 000
5 750 6 500
13.1
9.6
10.3
7.6
2 500
8 000
and
above
8.2
6.9
CTV A320 FLEET

FCOM
H to I
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F,
CORRECTED
WEIGHT <52.7 52.7 54
(1 000 kg)
MTOW
(1 000 kg)
46.7 54
ACTUAL
WEIGHT <46.746.7 48
(1 000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54 to 78
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
124 124 126 129 131 134 136 138 141 143 145 148 150 152
155
157 159 161
123 123 125 128 130 133 135 137 140 142 144 147 149 151
154
156 158 160
117 117 117 117 117 117 119 121 124 126 128 131 133 135
138
140 142 144
CONF 2
CORRECTED
WEIGHT <54.8 54.8
(1 000 kg)
56
56.7
56.7 to 78
MTOW
(1 000 kg)
48
53
56.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
52
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
54
56 56.7
58
60
62
64
66
68
70
72
74
76
78
124 124 127 129 132 134 135 137 139 141 143 146 148 150 153 155 157 159
119 119 122 124 127 129 130 132 134 136 138 141 143 145 148 150 152 154
115 115 115 115 115 115 115 117 119 121 123 126 128 130 133 135 137 139
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT <56.3 56.3
(1 000 kg)
58 58.7
58.7 to 78
MTOW
(1 000 kg)
48
55 58.7
ACTUAL
WEIGHT
(1 000 kg)
<48
48
50
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52
54
56
58 58.7
60
62
64
66
68
70
72
74
76
78
123 123 126 128 131 133 135 136 138 140 142 145 147 149 151 153 155 157
119 119 122 124 127 129 131 132 134 136 138 141 143 145 147 149 151 153
114 114 114 114 114 114 114 114 116 118 120 123 125 127 129 131 133 135


a corrected weight.
TAKEOFF
CONFIGURATION
CONF 1 + F
CONF 2
RUNWAY LENGTH
(m)
(ft)
2 500
8 000
3 000
10 000
3 500
11 500
Weight (1 000 kg)

With clearway
Without clearway
4 000
13 000
and
above
7.6
5.5
7.4
5.5
7.4
5.5
6.4
5.5
2 000
6 500
9.1
6.8
CONF 3
2 500
8 000
3 000
10 000
and
above
1 750
5 700
2 000
6 500
2 500
8 000
and
above
8.7
5.7
4.9
4.1
11.9
9.5
8.5
7.9
7.7
6.6
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT <51.4 51.4 52 52.7
(1 000 kg)
MTOW
(1 000 kg)
52.7 to 78
46.7 49 52.7
ACTUAL
WEIGHT <46.7 46.7 48
(1 000 kg)
50
52 52.7 54
56
58
60
62
64
66
68
70
72
74
76
78
V2
124 124 126 129 131 132 134 136 139 141 143 146 148 150 153 155 157 159 161
(kt IAS)
VR
122 122 124 127 129 130 132 134 137 125 141 144 146 148 151 153 155 157 159
(kt IAS)
V1
116 116 116 116 116 116 118 120 123 125 127 130 132 134 137 139 141 143 145
(kt IAS)
CONF 2
CORRECTED
WEIGHT <53.5 53.5 54
(1 000 kg)
MTOW
(1 000 kg)
ACTUAL
WEIGHT <48
(1 000 kg)
48
48
51
50
55
55 to 78
55
52
54
55
56
58
60
62
64
66
68
70
72
74
76
78
V2
124 124 127 129 132 133 134 136 139 141 143 146 148 150 152 155 157 158
(kt IAS)
VR
119 119 122 124 127 128 129 131 134 136 138 141 143 145 147 150 152 153
(kt IAS)
V1
114 114 114 114 114 114 115 117 120 122 124 127 129 131 133 136 138 139
(kt IAS)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1 000 kg)
MTOW
(1 000 kg)
<54.8
-
ACTUAL
WEIGHT <48
(1 000 kg)
54.8 56 56.7
48
48
50
56.7 to 78
53 56.7
52
54

56
56.7 58
60
62
64
66
68
70
72
74
76
78
V2
124 124 126 129 131 133 134 136 138 141 143 145 147 150 152 154 156 158
(kt IAS)
VR
120 120 122 125 127 129 130 132 134 137 139 141 143 146 148 150 152 154
(kt IAS)
V1
114 114 114 114 114 114 114 116 118 121 123 125 127 130 132 134 136 138
(kt IAS)
Ident.: PER-TOF-CTA-40-30-00001789.0349001 / 26 NOV 12


a corrected weight.
TAKEOFF
CONFIGURATION
CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2 500 3 000 3 500

8 000 10 000 11 500
Weight decrement
(1 000 lb)
With clearway
Without clearway
18.3
13.3
18.3
19.9
18.3
16.4
CONF 2
4 000
13 000
and
above
2 000
6 500
21.7
19.9
23.2
17.0
CONF 3
2 500
8 000
3 000
10 000
and
above
1 750
5 750
2 000
6 500
2 500
8 000
and
above
16.4
11.7
12.0
9.8
27.6
21.2
22.8
16.8
18.1
15.3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT <114.5114.5 115 118.3
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
100 101.8 118.3
118.3 to 170
<100 100 105 110 115 118.3 120 125 130 135 140 145 150
155
160
165
170
123 123 126 129 131 133 134 137 140 142 145 147 150
153
155
158
160
122 122 125 128 130 132 133 136 139 141 144 146 149
152
154
157
159
116 116 116 116 116 116 117 120 123 125 128 130 133
136
138
141
143
CONF 2
CORRECTED
WEIGHT
<119 119 120 123.3
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
103.3 106.8123.3
123.3 to 170
<103.3103.3 105 110 115 120 123.3 125 130 135 140 145
150
155
160
165
170
123 123 124 127 130 132 134 135 138 140 143 146
148
151
153
156
158
118 118 119 122 125 127 129 130 133 135 138 141
143
146
148
151
153
114 114 114 114 114 114 114 115 118 120 123 126
128
131
133
136
138
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<122 122 125 126.7
(1 000 lb)
MTOW
(1 000 lb)
ACTUAL
WEIGHT
(1 000 lb)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
126.7 to 170
103.3118.4 126.7
<103.3103.3 105 110 115 120
125 126.7 130 135 140 145 150
155
160
165
170
122 122 123 125 128 131
134 135 137 139 142 144 147
149
152
154
156
118 118 119 121 124 127
130 131 133 135 138 140 143
145
148
150
152
113 113 113 113 113 113
113 113 115 117 120 122 125
127
130
132
134


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
7.9
5.9
8.5
7.1
4000
3500 13000
11500 and
above
9.5
8.5
10.2
9.6
CONF 2
2250
7000
2750
9000
3250
10500
and
above
10.7
8.6
8.5
7.1
5.5
4.6
CONF 3
2000
6500
2500
8000
2750
9000
and
above
13.8
11.6
10.8
9.4
9.4
8.2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT <49.6 49.6
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
45
50
52
53.3
53.3 to 78
46
50
53.3
48
50
<45
45
46
52 53.3 54
56
58
60
62
64
66
68 70 72 74 76 78
122
122 123 126 129 131 133 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 128 130 132 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 116 116 117 119 121 124 126 128 131 133 135 138 140 142 144
CONF 2
CORRECTED
WEIGHT
<50.2 50.2
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
45.3
<45.3 45.3 46
52
54
54 to 78
49
53
48
50 52 54
56
58
60
62
64
66
68 70
72
74
76
78
122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
117 117 118 120 123 125 128 130 133 135 137 140 142 144 147 149 151 153 155
114 114 114 114 114 114 114 116 119 121 123 126 128 130 133 135 137 139 141
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<50
50
52
54
55
55 to 78
44
48
53
55
<44 44
46
48
50
52
54 55 56 58
60
62
64
66
68
70 72 74
76
78
121 121 123 126 129 131 134 135 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 132 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 131 134 136 138 140
TAKEOFF FROM A 5 MM (1/5 INCH) WET SNOW COVERED RUNWAY


RUNWAY LENGTH
(m)
(ft)
WEIGHT (1000 kg)

With clearway
Without clearway
CONF 1 + F
2500 3000
8000 10000
8.5
7.1
8.5
7.1
CONF 2
3500
11500
4000
13000
and
above
2250
7000
2750
9000
3250
10500
and
above
9.5
8.5
10.8
10.2
10.8
8.7
9.8
8.4
7.6
6.7
CONF 3
2000 2500
6500 8000
12.4
10.2
11.4
10.0
2750
9000
and
above
10.5
9.6
CTV A320 FLEET

FCOM
I to J
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<51
51
52
54
56
56 to 78
45
47
52
56
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46 48 50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141
CONF 2
CORRECTED
WEIGHT
<50.7 50.7
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
45.3
52
54
55
55 to 78
481
53
55
<45.3 45.3 46 48 50 52
54
55
56
58
60
62
64
66 68 70
72
74
76
78
122 122 123 125 128 130 133 134 135 138 140 142 145 147 149 152 154 156 158 160
117 117 118 120 123 125 128 129 130 133 135 137 140 142 144 147 149 151 153 155
114 114 114 114 114 114 114 114 115 118 120 122 125 127 129 132 134 136 138 140
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<51.5 51.5
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
44
52
54
56
57.3
57.3 to 78
45
50
54
57.3
<44 44 46 48 50 52 54 56 57.3 58
60
62
64
66
68
70
72
74
76
78
121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 133 135 136 1383 140 143 145 147 149 152 154 156 1581
114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
11.2
9.2
10.9
9.5
4000
3500 13000
11500 and
above
9.5
8.9
9.5
8.9
CONF 2
2250
7000
2750
9000
3250
10500
and
above
12.1
10.0
10.0
8.6
9.0
8.1
CONF 3
2000
6500
2500
8000
2750
9000
and
above
14.2
12.3
13.7
12.3
12.9
12.0
CTV A320 FLEET

FCOM
J to K
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<45.5
45.5
46
46 to 78
45
46
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
116
116 116 119 122 124 127 129 131 134 136 138 141 143 145 148 150 152 154
CONF 2
CORRECTED
WEIGHT
(1000 kg)
<47.7
47.7
48
49.3
49.3 to 78
45.3
46
49.3
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45.3 45.3 46
48 49.3 50 52 54 56
58
60
62 64 66 68 70
72
74
76
78
122 122 123 125 127 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
118 118 119 121 123 124 126 129 131 134 136 138 141 143 145 148 150 152 154 156
114 114 114 114 114 115 117 120 122 125 127 129 132 134 136 139 141 143 145 147
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1000 kg)
<47.6
47.6
48
50
50 to 78
44
45
50
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<44 44
46
48
50
52
54 56
58
60
62
64
66
68
70
72 74
76
78
121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 116 119 121 124 126 128 131 133 135 137 140 142 144 146


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
14.6
12.6
18.7
17.3
4000
3500 13000
11500 and
above
20.3
19.3
22.4
21.8
CONF 2
2250
7000
2750
9000
3250
10500
and
above
18.2
16.1
18.2
16.8
20.1
19.2
CONF 3
2000
6500
2500
8000
2750
9000
and
above
19.2
17.0
20.2
19.3
20.2
19.3
CTV A320 FLEET

FCOM
K to L
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
45 to 78
45
<45
45
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
116
116 117 120 123 125 128 130 132 135 137 139 142 144 146 149 151 153 155
CONF 2
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45.3
45.3
45.3 to 78
45.3
<45.3 45.3 46
48
50 52 54
56
58
60
62
64
66
68 70
72
74
76
78
122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158
116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46
46 to 78
44
48
<44 44
46
48
50
52
54 56
58
60
62
64
66
68
70
72 74
76
78
121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161
119 119 121 124 127 129 132 134 137 139 141 144 146 148 150 153 155 157 159
114 114 114 117 120 122 125 127 130 132 134 137 139 141 143 146 148 150 152
TAKEOFF FROM A 10 MM (2/5 INCH) DRY SNOW COVERED RUNWAY


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
8.5
7.1
8.5
7.1
4000
3500 13000
11500 and
above
9.5
8.5
10.8
10.2
CONF 2
2250
7000
2750
9000
3250
10500
and
above
10.1
8.2
9.6
8.2
7.6
6.7
CONF 3
2000
6500
2500
8000
2750
9000
and
above
12.4
10.2
11.4
10.0
10.5
9.6
CTV A320 FLEET

FCOM
L to M
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
<51
51
52
54
56
56 to 78
45
47
52
56
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
121
121 122 125 128 130 133 135 137 140 142 144 147 149 151 154 156 158 160
116
116 116 116 116 116 116 116 118 121 123 125 128 130 132 135 137 139 141
CONF 2
CORRECTED
WEIGHT
<52.1
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
52.1
54
56
57.3
57.3 to 78
45.3
47
54
57.3
<45.3 45.3 46
48 50 52 54 56 57.3 58
60
62 64 66 68 70
72
74
76
78
122 122 123 125 128 130 133 135 137 138 140 142 145 147 149 152 154 156 158 160
117 117 118 120 123 125 128 130 132 133 135 137 140 142 144 147 149 151 153 155
114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT
<51.5
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<44 44
51.5
52
54
56
57.3
57.3 to 78
44
48
50
54
57.3
46
48 50 52
54
56 57.3 58
60
62
64
66
68
70
72
74
76 78
121 121 123 126 129 131 134 136 138 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 133 135 136 138 140 143 145 147 149 152 154 156 158
114 114 114 114 114 114 114 114 114 115 117 119 122 124 126 128 131 133 135 137
TAKEOFF FROM A 130 MM (5 + 1/8 INCHES) DRY SNOW COVERED RUNWAY


CONF 1 + F
RUNWAY LENGTH
(m)
(ft)
2500
8000
3000
10000
WEIGHT (1000 kg)

With clearway
Without clearway
17.0
15.0
13.9
12.5
4000
3500 13000
11500 and
above
11.9
11.3
11.9
11.3
CONF 2
2250
7000
2750
9000
3250
10500
and
above
15.1
13.0
12.8
11.4
9.9
9.0
CONF 3
2000
6500
2500
8000
2750
9000
and
above
18.6
16.4
16.3
14.9
14.3
13.4
CTV A320 FLEET

FCOM
M to N
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 1 + F
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45
45
45 to 78
45
<45
45
46
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
122
122 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
122 1212 123 126 129 131 134 136 138 141 143 145 148 150 152 155 157 159 161
117
117 118 121 124 126 129 131 133 136 138 140 143 145 147 150 152 154 156
CONF 2
CORRECTED
WEIGHT
(1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<45.3
45.3
45.3 to 78
45.3
<45.3 45.3 46
48
50 52 54
56
58
60
62
64
66
68 70
72
74
76
78
122 122 123 125 128 130 133 135 138 140 142 145 147 149 152 154 156 158 160
120 120 121 123 126 128 131 133 136 138 140 143 145 147 150 152 154 156 158
116 116 117 119 122 124 127 129 132 134 136 139 141 143 146 148 150 152 154
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CORRECTED
WEIGHT (1000 kg)
MTOW
(1000 kg)
ACTUAL
WEIGHT
(1000 kg)
V2
(kt IAS)
VR
(kt IAS)
V1
(kt IAS)
<44
44
44 to 78
44
<44 44
46
48
50
52
54 56
58
60
62
64
66
68
70
72 74
76
78
121 121 123 126 129 131 134 136 139 141 143 146 148 150 152 155 157 159 161
118 118 120 123 126 128 131 133 136 138 140 143 145 147 149 152 154 156 158
115 115 117 120 123 125 128 130 133 135 137 140 142 144 146 149 151 153 155
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
TAKEOFF PERFORMANCE ON DRY RUNWAY
DATA
Runway length : 3 000 m, OAT = 36 C, no wind, CONF 1+F
Determine maximum takeoff weight on dry runway from RTOW chart (Refer to
PER-TOF-TOC-10-30 DESCRIPTION OF TAKEOFF CHART).
Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.
DATA
Runway length : 3 000 m, OAT = 36 C, no wind, CONF 1+F
Maximum TOW = 80 100 kg, V1 = 153 kt, VR = 156 kt, V2 = 158 kt.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

DATA
Runway length : 10 000 ft, OAT = 36 C, no wind, CONF 1+F
Maximum TOW = 176 600 lb, V1 = 153 kt, VR = 155 kt, V2 = 157 kt.
TAKEOFF PERFORMANCE ON WET RUNWAY
With no thrust reversers operating and assuming that no clearway was used to compute the dry
RTOW chart, use the table Refer to PER-TOF-CTA-40-20 NO THRUST REVERSERS OPERATIVE
(NO CLEARWAY).
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Maximum takeoff weight correction:

MTOW = 80 100 - 2 000 = 78 100 kg, V1 = 153 - 14 = 139 kt, VR = 156 - 1 = 155 kt, V2 = 158 - 1 =
157 kt.
Flex temperature correction:
Assuming an actual takeoff weight of 78 000 kg and an initial flex temperature of 47 C
TOW = 78 000 kg Flex temperature = 47 - 5 = 42 C
V1 = 152 - 14 = 138 kt, VR = 154 - 1 = 153 kt, V2 = 156 - 1 = 155 kt.
Check the resulting speeds against the minimum speeds as per procedure Refer to
PER-TOF-CTA-40-20 HOW TO PROCEED.
RTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.
Maximum takeoff weight correction :

MTOW = 80 100 - 900 = 79 200 kg, V1 = 153 - 16 = 137 kt, VR = 156 - 3 = 153 kt, V2 = 158 - 3 =
155 kt.
Flex temperature correction :
Assuming an actual takeoff weight of 75 000 kg and an initial flex temperature of 53 C
TOW = 75 000 kg Flex temperature = 53 - 3 = 50 C
V1 = 152 - 16 = 136 kt, VR = 153 - 3 = 150 kt, V2 = 154 - 3 = 151 kt.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL

RTOW chart, use the table Refer to PER-TOF-TOC-10-30 EXAMPLE OF TAKEOFF CHART.
Maximum takeoff weight correction :

MTOW = 176 600 - 1 400 = 175 200 lb, V1 = 153 - 9 = 144 kt, VR = 155 - 0 = 155 kt, V2 = 157 - 0
= 157 kt.
Flex temperature correction :
Assuming an actual takeoff weight of 172 850 lb and an initial flex temperature of 47 C
TOW = 172 850 lb Flex temperature = 47 - 2 = 45 C
V1 = 152 - 9 = 145 kt, VR = 154 - 0 = 154 kt, V2 = 156 - 0 = 156 kt.
TAKEOFF PERFORMANCE ON RUNWAY COVERED WITH 1/2 INCH SLUSH
DATA
Runway length 3 000 m (no clearway), OAT = 5 C, 5 kt tailwind, CONF 1 + F
Determine maximum takeoff weight on dry runway (Refer to PER-TOF-TOC-10-30 EXAMPLE OF
TAKEOFF CHART)
CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Maximum takeoff weight on dry runway = 80 300 kg

Determine a corrected weight (Refer to PER-TOF-CTA-40-30 TAKEOFF FROM A 12.7 MM (1/2
INCH) SLUSH COVERED RUNWAY). As no clearway, use the correction diplayed on the second
line (without clearway).
Corrected weight = 80 300 17 300 = 63 000 kg

Determine maximum takeoff weight and associated speeds :
MTOW = 63 000 kg
V1 = 135 kt, VR = 143 kt, V2 = 144 kt
DATA
Runway length 3 000 m (no clearway), OAT = 5 C, 5 kt tailwind, CONF 1 + F
TAKEOFF CHART)
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Maximum takeoff weight on dry runway = 80 300 kg

Corrected weight = 80 300 14 700 = 65 600 kg

MTOW = 65 600 kg
V1 = 141 kt, VR = 147 kt, V2 = 148 kt
DATA
Runway length 10 000 ft (no clearway), OAT = 5 C, 5 kt tailwind, CONF 1 + F
TAKEOFF CHART)
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
Maximum takeoff weight on dry runway = 177 000 lb

Corrected weight = 177 000 38 200 = 138 800 lb

MTOW = 138 800 lb

V1 = 135 kt, VR = 144 kt, V2 = 145 kt
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
TAKEOFF
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
PER-FPL-GEN GENERAL
PER-FPL-GEN-INT INTRODUCTION
GENERAL................................................................................................................................................................ A
PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL REQUIREMENTS
MINIMUM RECOMMENDED FUEL REQUIREMENTS.......................................................................................... A
PER-FPL-GEN-FPL FLIGHT PLAN
FLIGHT PLAN..........................................................................................................................................................A
PER-FPL-FLP FLIGHT PREPARATION

PER-FPL-FLP-CAT CALCULATION TABLES
GENERAL................................................................................................................................................................ A
CALCULATION TABLE........................................................................................................................................... B
EXAMPLE................................................................................................................................................................ C
PER-FPL-FLP-ALT ALTITUDE
PER-FPL-FLP-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
CRUISE LEVEL CHARTS - GENERAL.................................................................................................................. B
CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB.................................................C
CRUISE LEVEL CHARTS - BLEED CORRECTIONS............................................................................................D
CRUISE LEVEL CHARTS - LONG RANGE SPEED..............................................................................................E
CRUISE LEVEL CHARTS - M.78........................................................................................................................... F
PER-FPL-FLP-ALT-20 OPTIMUM ALTITUDE ON SHORT STAGE
OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A
PER-FPL-FLP-ICR INTEGRATED CRUISE

PER-FPL-FLP-ICR-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-FPL-FLP-ICR-20 INTEGRATED CRUISE AT A GIVEN MACH NUMBER
INTEGRATED CRUISE - M.78 FL290.................................................................................................................... A

INTEGRATED CRUISE - M.78 FL310.................................................................................................................... B
INTEGRATED CRUISE - M.78 FL330....................................................................................................................C
INTEGRATED CRUISE - M.78 FL350....................................................................................................................D
INTEGRATED CRUISE - M.78 FL370.................................................................................................................... E
INTEGRATED CRUISE - M.78 FL390.................................................................................................................... F
CTV A320 FLEET

FCOM
PER-FPL-PLP-TOC P 1/4
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ICR-30 INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED

INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
INTEGRATED
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
CRUISE
- LR FL100....................................................................................................................... A
- LR FL120....................................................................................................................... B
- LR FL150....................................................................................................................... C
- LR FL170....................................................................................................................... D
- LR FL190....................................................................................................................... E
- LR FL210........................................................................................................................F
- LR FL230....................................................................................................................... G
- LR FL250....................................................................................................................... H
- LR FL270.........................................................................................................................I
- LR FL290........................................................................................................................J
- LR FL310....................................................................................................................... K
- LR FL330........................................................................................................................L
- LR FL350.......................................................................................................................M
- LR FL370....................................................................................................................... N
- LR FL390....................................................................................................................... O
PER-FPL-FLP-ICR-40 CLIMB CORRECTION
CLIMB CORRECTION.............................................................................................................................................A
PER-FPL-FLP-ICR-50 STEP CLIMB CORRECTION
STEP CLIMB CORRECTION.................................................................................................................................. A
PER-FPL-FLP-ICR-60 DESCENT CORRECTION
DESCENT CORRECTION.......................................................................................................................................A
PER-FPL-FLP-QFP QUICK DETERMINATION OF FLIGHT PLANNING

PER-FPL-FLP-QFP-10 INTRODUCTION
INTRODUCTION......................................................................................................................................................A
PER-FPL-FLP-QFP-20 CORRECTION FOR DEVIATION FROM REFERENCE LANDING

WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT........................................................ A
PER-FPL-FLP-QFP-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-FPL-FLP-QFP-40 FLIGHT PLANNING AT A GIVEN MACH NUMBER
FLIGHT PLANNING M.78....................................................................................................................................... A
PER-FPL-FLP-QFP-50 FLIGHT PLANNING AT LONG RANGE SPEED
FLIGHT PLANNING LRC........................................................................................................................................ A

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
PER-FPL-FLP-ALN ALTERNATE
PER-FPL-FLP-ALN-20 ALL ENGINES OPERATIVE
GENERAL................................................................................................................................................................ A
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... B
ALTERNATE PLANNING ISA................................................................................................................................. C
PER-FPL-FLP-FTK FUEL TANKERING
GENERAL................................................................................................................................................................ A
CALCULATION........................................................................................................................................................ B
FUEL TANKERING TABLES.................................................................................................................................. C
EXAMPLE................................................................................................................................................................ D
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - INTRODUCTION
GENERAL
Ident.: PER-FPL-GEN-INT-00001836.0001001 / 08 FEB 11
Applicable to: ALL
Use this flight planning chapter when no precalculated flight plan is available.
It contains the following general graphs and tables :
Maximum and optimum cruise altitudes for M .78 and long range speed
Optimum altitude on short stage
Ground mile to air mile conversion for M .78 and long range speed
The integrated range method includes the following tables :
Integrated cruise tables for M .78 for flight levels from FL 290 to FL 390,
Integrated cruise tables for long range speed for flight levels from FL 100 to FL 390,
Climb, step climb and descent correction tables.
These tables allow the flight planning to be done segment by segment.
For calculation tables, Refer to PER-FPL-FLP-CAT CALCULATION TABLE. And for a
comprehensive example to show how to use them, Refer to PER-FPL-FLP-CAT EXAMPLE.
For the quick determination method, Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING M.78 and
Refer to PER-FPL-FLP-QFP-50 FLIGHT PLANNING LRC.
CTV A320 FLEET

FCOM
PER-FPL-GEN-INT P 1/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - INTRODUCTION
CTV A320 FLEET

FCOM
PER-FPL-GEN-INT P 2/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS
FLIGHT CREW
OPERATING MANUAL
MINIMUM RECOMMENDED FUEL REQUIREMENTS

Ident.: PER-FPL-GEN-MFR-00001837.0001001 / 08 FEB 11
Applicable to: ALL
The total fuel quantity required to fly a given sector is the sum of the following quantities:
TAXI FUEL
Quantity required for startup and taxi. Fuel calculation is based on a consumption of 11.5 kg/min or
25 lb/min
Average quantity (12 min) 140 kg or 300 lb
TRIP FUEL
Fuel required from departure to destination includes the following quantities:
Takeoff and climb at selected speed.
Cruise at selected speed.
Descent from cruising level to 1 500 ft above destination airport.
Approach and landing. Fuel calculation is based on a consumption of 20 kg/min or 45 lb/min
Average quantity (6 min IFR) 120 kg or 270 lb
RESERVE FUEL
This quantity includes :
EN ROUTE RESERVE FUEL (CONTINGENCY FUEL)
According to national regulations and company policy (generally based on a percentage of
trip fuel).
ALTERNATE FUEL
Fuel required to fly from destination to alternate airport.
It includes go-around 100 kg or 220 lb, climb to cruising level, cruise at long range speed,
descent and approach procedure.
80 kg or 180 lb for 4 min VFR
HOLDING FUEL
Calculation of holding fuel should take into account the altitude of the alternate and the landing
weight at the alternate. To use holding charts Refer to PER-HLD-GEN GENERAL.
A conservative quantity corresponding to a 30 min holding at 1 500 ft above alternate airport
elevation at green dot speed in the clean configuration is 1 200 kg or 2 700 lb
CTV A320 FLEET

FCOM
PER-FPL-GEN-MFR P 1/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - MINIMUM RECOMMENDED FUEL REQUIREMENTS
APU FUEL
During ground operations, APU fuel consumption is about 130 kg/h or 290 lb/h (Packs ON,
90 KVA load on APU GEN).
CTV A320 FLEET

FCOM
PER-FPL-GEN-MFR P 2/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
GENERAL - FLIGHT PLAN
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLAN
Ident.: PER-FPL-GEN-FPL-00001835.0001001 / 22 MAR 11
Applicable to: ALL
When no precalculated flight plan is available, flight planning can be determined by using the tables
given in this chapter.
Fuel policy will be the same as for precalculated flight plan.
The graph on the following page defines the different terms used in this chapter.
CTV A320 FLEET

FCOM
PER-FPL-GEN-FPL P 1/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - FLIGHT PLAN
CTV A320 FLEET

FCOM
PER-FPL-GEN-FPL P 2/2
19 JUL 11
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION - CALCULATION TABLES
GENERAL
Ident.: PER-FPL-FLP-CAT-00001795.0001001 / 30 MAR 11
The following tables can be used for the flight planning.

The first table allows the planner to calculate fuel and time during cruise, with a possible step climb
(Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
The second table shows the fuel and time planning for the whole flight plan (Refer to
PER-FPL-FLP-CAT CALCULATION TABLE).
At the end of the section an example shows how to use both tables for a given mission.
CTV A320 FLEET
FCOM
PER-FPL-FLP-CAT P 1/22
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Note:
Differences in fuel consumption during step climb sections will be taken into account in
the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to
PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).
Integrated cruise tables are established for ISA conditions only. Corrections due
to differences from ISA temperature are included in the calculation table (Refer to
Overhead departure weight is assumed to be equal to weight at brake release.
Overhead destination weight must be entered in the calculation table (Refer to
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-FPL-FLP-CAT-00001795.0002001 / 30 MAR 11
The following tables can be used for the flight planning.

The first table allows the planner to calculate fuel and time during cruise, with a possible step climb
(Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
The second table shows the fuel and time planning for the whole flight plan (Refer to
At the end of the section an example shows how to use both tables for a given mission.
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Following tables have been calculated using databases for CFM 565B /P SAC. If the engines fitted
on the aircraft are not /P, the fuel consumption has to be increased by 3 % .
Note:
Differences in fuel consumption during step climb sections will be taken into account in
the calculation table (Refer to PER-FPL-FLP-CAT CALCULATION TABLE).
To find optimum aircraft weight to proceed to next flight level (4 000 ft step) (Refer to
PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL).
Integrated cruise tables are established for ISA conditions only. Corrections due
to differences from ISA temperature are included in the calculation table (Refer to
Overhead departure weight is assumed to be equal to weight at brake release.
Overhead destination weight must be entered in the calculation table (Refer to
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CALCULATION TABLE
Ident.: PER-FPL-FLP-CAT-00001796.0001001 / 14 NOV 11
Applicable to: ALL
1
2
3
(1) Max TO Weight at BRAKE RELEASE

WEIGHT Overhead Destination
- Temperature Correction for CRUISE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
+ Correction for Low Air Conditioning

- CLIMB correction
+ TO Altitude correction
- STEP CLIMB correction
= Corrected Weight Overhead Destination
+ DESCENT correction (including 6 min IFR)
(2) Landing Weight at Destination
- ALTERNATE Fuel
= ALTERNATE Landing Weight
- HOLDING
= Weight at END OF HOLDING
TRIP FUEL (1) - (2)
- "En Route" Reserve
(3) ZERO FUEL WEIGHT
- OPERATING WEIGHT EMPTY
= Max Allowable Payload
BLOCK FUEL CALCULATION
20
21
22
Required Fuel (1) - (3)

+ Taxi
= Block Fuel
23
24
25
26
FLIGHT TIME CALCULATION (H. MIN)

Time from integrated Cruise Tables
+ CLIMB Correction
+ DESCENT Correction (including 6 min IFR)
= Flight Time
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
CTV A320 FLEET

FCOM

+
///////////////
+
=
+
+
=
temperature correction :
0.015 (kg/C/NM) ISA (C) air distance (NM) or
0.033 (lb/C/NM) ISA (C) air distance (NM)
TO altitude correction :
0.5 (kg/1 000 kg /1 000 ft) TOW (1 000 kg) airport elevation (1 000 ft ) or
0.5 (lb/1 000 lb /1 000 ft ) TOW (1 000 lb) airport elevation (1 000 ft)
Check that landing weight at destination is lower than maximum landing
weight.
Check that the zero fuel weight is lower than maximum zero fuel weight.
Check that the block fuel value is lower than maximum tank capacity.
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
DATA
TO weight
Ground distance to destination
Wind
Selected initial FL
Mach number
Temperature
:
:
:
:
:
:
72 000 kg
2 000 nm
50 kt (head wind)
350
M .78
ISA +10
DETERMINATION OF CRUISE FUEL AND TIME

A :
Enter the chosen flight Mach number, flight level, ground distance to be covered and
forecast windspeed in the calculation table (See CALCULATION TABLE).
Calculate the air distance (Refer to PER-OPD-CON-AEO M.78)
here : M .78, 50 kt head wind, 2 000 nm ground distance
air distance : 2 248 nm
CRUISE TABLE FL350

B :
C :
D :
E :
Read from integrated cruise table (M .78, FL 350) the values for time and distance for
a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL350) :
distance : 6 589 nm time : 879 min
Read from Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS GENERAL the value
for the optimum aircraft weight to proceed to FL 390 62 000 kg
Enter integrated cruise table (M .78, FL 350) and read the values for a weight of
62 000 kg (begin of first step climb)
Calculate the values for the first cruise segment :
Fuel
: 72 000 62 000 = 10 000 kg
Distance
: 6 589 4 703 = 1 886 nm
Time
: 879 628 = 251 min
Remaining distance : 2 248 1 886 = 362 nm
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLE FL390

F :
G :
H :
I :
J :
K :
the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL390)
Subtract remaining distance : 5 084 362 = 4 722 nm
Interpolate in integrated cruise table (M .78, FL 390) the weight and time values
corresponding to the distance of 4 722 nm
weight : 60 200 kg time : 633 min
Calculate values for the second cruise segment :
Fuel
: 62 000 60 200 = 1 800 kg
Distance : 5 084 4 722 = 362 nm
Time
: 682 633 = 49 min
Crosscheck that remaining air distance equals zero.
Fill in the final table with weight overhead departure (72 000 kg) and weight overhead
destination (60 200 kg).
Calculate total values :
Fuel : 72 000 60 200 = 11 800 kg
Time : 251 + 49 = 300 min = 5 h
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
DATA
TO weight
Wind
Selected first flight level
M .78
Temperature
CTV A320 FLEET

FCOM
:
:
:
:
72 000 kg
2 000 nm
50 kt
FL 350
ISA +10 along the whole flight profile

30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Airport elevation
Normal air conditioning
1 500 ft
STEPS
1
2
:
:
4
5
:
:
6
7
8
9
:
:
:
:
10
11
:
:
12 :
13 :
14 :
15 :
16 :
17 :
18-19:
Fill in Max TO weight 72 000 kg

Enter the integrated cruise table corresponding to the chosen FL with TO weight at
brake release point and calculate weight overhead destination. (See CALCULATION
TABLE). Fill in 60 200 kg
Apply temperature correction for given air distance :
2 248 nm 10 C 0.015/C/NM = 337 kg (enter 400 kg into table)
Correction for low air conditioning here = 0
Subtract climb correction for chosen FL (Refer to PER-FPL-FLP-ICR-40 CLIMB
CORRECTION) 1 050 kg
Add TO altitude correction 0.5 72 1.5 = 54 kg (enter100 kg into table)
Subtract value for step climb correction : 50 kg (enter 100 kg into table)
Calculate corrected weight overhead destination 58 700 kg
Enter weight overhead destination and find descent correction
(including 6 min IFR) (Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION)
300 kg
Calculate landing weight at destination 59 000 kg
Subtract alternate fuel, e.g. : 100 nm at FL 100
(Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE
WEIGHT) 984 kg
Landing weight at alternate 59 000 - 984 = 58 016 kg
Correction due to deviation from reference landing weight at alternate (Refer to
PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) 6 (58.0 - 55) = 18 kg
Corrected alternate fuel 1 002 kg
Calculate alternate landing weight 58 000 kg
Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) 1 098 kg
Calculate weight at end of holding 56 200 kg
Calculate trip fuel 13 000 kg
Subtract En Route reserve (standard amount is 5 % of trip fuel) 650 kg
Calculate zero fuel weight 56 200 kg
Subtract dry operating weight to obtain maximum allowable payload.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
20-22:
23-26:
Calculate ramp fuel (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL

REQUIREMENTS for taxi fuel).
Calculate flight time :
(See CALCULATION TABLE,
Refer to PER-FPL-FLP-ICR-40 CLIMB CORRECTION,
Refer to PER-FPL-FLP-ICR-60 DESCENT CORRECTION).
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

- CLIMB correction
- ALTERNATE Fuel
- HOLDING
TRIP FUEL (1) - (2)
20
21
22

+ Taxi
= Block Fuel
23
24
25
26

+ CLIMB Correction
= Flight Time
CTV A320 FLEET

FCOM
+
+
=
+
=
=
=
7
6
5
8
5
9
5
8
5
6
///////////////
0
5
6
4
1
1
4
=
=
+
=
+
+
=
0
2
4
0
1
1
1
7
3
0
0
0
1
9
7
2
3
9
5
0
6
8
2
0
5
0
0
5
0
0
1
1
0
5
0
5
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
temperature correction:
0.015 (kg/C/NM) ISA (C) air distance (NM)
TO altitude correction:
0.5 (kg/1 000 kg/1 000 ft) TOW (1 000 kg) airport elevation (1 000 ft).
weight.
EXAMPLE

DATA
TO weight
Wind
Selected initial FL
Mach number
Temperature
:
:
:
:
:
:
72 000 kg
2 000 nm
50 kt (head wind)
350
M .78
ISA +10

A :
CRUISE TABLE FL350

B :
C :
D :
a weight of 72 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL350) :
for the optimum aircraft weight to proceed to FL 390 62 000 kg
62 000 kg (begin of first step climb)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
E :

Fuel
: 72 000 62 000 = 10 000 kg
Distance
: 5 599 3 759 = 1 840 nm
Time
: 747 502 = 245 min
Remaining distance : 2 248 1 840 = 408 nm
CRUISE TABLE FL390

F :
G :
H :
I :
J :
K :
the weight of 62 000 kg (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL390)
Subtract remaining distance : 4 050 408 = 3 642 nm
weight : 60 000 kg time : 489 min
Fuel
: 62 000 60 000 = 2 000 kg
Distance : 4 050 3 642 = 408 nm
Time
: 543-489 = 54 min
Fill in the final table with weight overhead departure (72 000 kg) and weight overhead
destination (60 000 kg).
Fuel : 72 000 60 000 = 12 000 kg
Time : 245 + 54 = 299 min = 4 h 59 min
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
DATA
TO weight
Wind
M .78
Temperature
CTV A320 FLEET

FCOM
:
:
:
:
72 000 kg
2 000 nm
50 kt
FL 350

30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Airport elevation
1 500 ft
STEPS
1
2
:
:
4
5
:
:
6
7
8
9
:
:
:
:
10
11
:
:
12 :
13 :
14 :
15 :
16 :
17 :
18-19:
Fill in Max TO weight 72 000 kg

TABLE). Fill in 60 000 kg
2 248 nm 10 C 0.015/C/NM = 337 kg (enter 400 kg into table)
CORRECTION) 1 000 kg
Add TO altitude correction 0.5 72 1.5 = 54 kg (enter100 kg into table)
Subtract value for step climb correction : 50 kg (enter 100 kg into table)
Calculate corrected weight overhead destination 58 600 kg
200 kg
Calculate landing weight at destination 58 800 kg
(Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) 986 kg
Landing weight at alternate 58 800 - 986 = 57 814 kg
PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE
WEIGHT) 6 (57.8 - 55) = 16.8 kg
Corrected alternate fuel 1 003 kg
Calculate alternate landing weight 57 800 kg
Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) 1 094 kg
Calculate weight at end of holding 56 700 kg
Calculate trip fuel 13 200 kg
Subtract En Route reserve (standard amount is 5 % of trip fuel) 660 kg
Calculate zero fuel weight 56 000 kg
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
20-22:
23-26:

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

- CLIMB correction
- ALTERNATE Fuel
- HOLDING
TRIP FUEL (1) - (2)
20
21
22

+ Taxi
= Block Fuel
23
24
25
26

+ CLIMB Correction
= Flight Time
CTV A320 FLEET

FCOM
+
+
=
+
=
=
=
7
6
5
8
5
8
5
7
5
6
///////////////
0
5
6
4
1
1
4
=
=
+
=
+
+
=
0
0
4
0
0
1
1
6
2
8
0
8
1
7
7
0
3
7
6
0
6
1
2
3
4
0
0
5
5
0
1
1
9
5
0
4
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
temperature correction:
0.015 (kg/C/NM) ISA (C) air distance (NM)
TO altitude correction:
0.5 (kg/1 000 kg/1 000 ft) TOW (1 000 kg) airport elevation (1 000 ft).
weight.
EXAMPLE

DATA
TO weight
Wind
Selected initial
Mach number
Temperature
:
:
:
:
:
:
150 000 lb
2 000 nm
50 kt (head wind)
FL350
M .78
ISA +10

A :
CRUISE TABLE FL350

B :
C :
D :
a weight of 150 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL350) :
for the optimum aircraft weight to proceed to FL 390 136 000 lb
136 000 lb (begin of first step climb)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
E :

Fuel
: 150 000 136 000 = 14 000 lb
Distance
: 4 596 3 398 = 1 198 nm
Time
: 613 453 = 160 min
Remaining distance : 2 248 1 198 = 1 050 nm
CRUISE TABLE FL390

F :
G :
H :
I :
J :
K :
the weight of 130 000 lb (Refer to PER-FPL-FLP-ICR-20 INTEGRATED CRUISE - M.78
FL390)
Subtract remaining distance : 3 654 1 050 = 2 604 nm
weight : 124 800 lb time : 350 min
Fuel
: 136 000 124 800 = 11 200 lb
Distance : 3 654 2 604 = 1 050 nm
Time
: 490 350 = 140 min
Fill in the final table with weight overhead departure (150 000 lb) and weight overhead
destination (124 800 lb).
Fuel : 150 000 124 800 = 25 200 lb
Time : 160 + 140 = 300 min = 5 h
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
DATA
TO weight
Wind
M .78
Temperature
CTV A320 FLEET

FCOM
:
:
:
:
150 000 lb
2 000 nm
50 kt (headwind)
FL 350

30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Airport elevation
1 500 ft
STEPS
1
2
:
:
4
5
:
:
6
7
8
9
:
:
:
:
10
11
:
:
12 :
13 :
14 :
15 :
16 :
17 :
18-19:
Fill in Max TO weight 150 000 lb

TABLE). Fill in 124 800 lb
2 248 nm 10 C 0.033/C/NM = 742 lb (enter 800 lb into table)
CORRECTION) 2 100 lb
Add TO altitude correction 0.5 150 1.5 = 112.5 lb (enter 100 lb into table)
Subtract value for step climb correction : 110 lb (enter 100 lb into table)
Calculate corrected weight overhead destination 121 900 lb
300 lb
Calculate landing weight at destination 122 200 lb
(Refer to PER-FPL-FLP-ALN-20 CORRECTION FOR DEVIATION FROM REFERENCE
WEIGHT) 2 168 lb
Landing weight at alternate 122 200 - 2 168 = 120 032 lb
PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA) 6 (120.0 - 120) = 0 lb
Corrected alternate fuel 2 168 lb
Calculate alternate landing weight 120 000 lb
Subtract holding fuel (Refer to PER-HLD-GEN GENERAL) 2 293 lb
Calculate weight at end of holding 117 800 lb
Calculate trip fuel 27 800 lb
Subtract En Route reserve (standard amount is 5 % of trip fuel) 1 400 lb
Calculate zero fuel weight 116 400 lb
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
20-22:
23-26:

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19

- CLIMB correction
- ALTERNATE Fuel
- HOLDING
TRIP FUEL (1) - (2)
20
21
22

+ Taxi
= Block Fuel
23
24
25
26

+ CLIMB Correction
= Flight Time
CTV A320 FLEET

FCOM
+
+
=
+
=
=
=
1
1
1
2
1
1
2
2
1
2
0
1
1
7
///////////////
1
1
1
6
9
0
2
5
=
=
5
2
+
=
+
+
=
0
8
8
0
1
1
1
9
3
2
2
0
3
7
4
3
4
9
3
0
4
7
4
1
5
0
0
5
0
0
1
1
0
4
0
4
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Note:
Line 3
Line 6
Line 10 :
Line 17 :
Line 22 :
CTV A320 FLEET

FCOM
temperature correction :
0.033 (lb/C/NM) ISA (C) air distance (NM)
TO altitude correction :
0.5 (lb/1 000 lb/1 000 ft) TOW (1 000 lb) airport elevation (1 000 ft).
weight.
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT PREPARATION - ALTITUDE
FLIGHT CREW
OPERATING MANUAL
OPTIMUM AND MAXIMUM ALTITUDES

DEFINITIONS
Ident.: PER-FPL-FLP-ALT-10-00001798.0001001 / 03 MAR 11
Applicable to: ALL
Optimum altitude : The altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and deviation from ISA.
Maximum altitude is defined as the lower of :
maximum altitude at maximum cruise thrust in level flight and
maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note:
Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-40-30

Other Computations - Recommended Maximum Altitude (REC MAX)).
CRUISE LEVEL CHARTS - GENERAL
Ident.: PER-FPL-FLP-ALT-10-00013087.0001001 / 09 MAR 11

Applicable to: ALL
These charts have been established for a center of gravity at 33 % MAC.

Maximum and optimum altitudes are given for different temperatures at long range speed and M 78.
Note:
The n = 1.3 g (1.4 g) curve indicates the buffet margin.

CRUISE LEVEL CHARTS - OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB
Ident.: PER-FPL-FLP-ALT-10-00012768.0040001 / 01 OCT 12

Applicable to: ALL
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS OPTIMUM WEIGHT FOR 4000 FEET STEP
CLIMB.
CRUISE LEVEL CHARTS - BLEED CORRECTIONS
Applicable to: ALL
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS BLEED CORRECTIONS.

CRUISE LEVEL CHARTS - LONG RANGE SPEED
Applicable to: ALL
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS LONG RANGE SPEED.
CTV A320 FLEET

FCOM
A to E
PER-FPL-FLP-ALT-10 P 1/2
13 NOV 12
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE LEVEL CHARTS - M.78

Applicable to: ALL
Refer to PER-CRZ-ALT-10 CRUISE LEVEL CHARTS M.78.
CTV A320 FLEET

FCOM
13 NOV 12
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
OPTIMUM ALTITUDE ON SHORT STAGE

Applicable to: ALL
Refer to PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE.
CTV A320 FLEET

FCOM
13 NOV 12
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
13 NOV 12
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION - INTEGRATED CRUISE
GENERAL
GENERAL
Ident.: PER-FPL-FLP-ICR-10-00001801.0001001 / 09 DEC 09
Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time
required to cover a given air distance.
In the tables, the difference between two gross weights represents the fuel consumption. The
difference between the corresponding distances and times respectively represents the cruise
distance covered and the cruise time for this fuel consumption.
Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long
range speed at fixed levels from FL 100 to FL 390.
Corrections are given on separate tables to allow for step climbs and to take into account the climb
and the descent phases.
GENERAL
Ident.: PER-FPL-FLP-ICR-10-00001801.0002001 / 02 MAR 11
Integrated cruise tables allow the planner to calculate the cruise fuel consumption and the cruise time
In the tables, the difference between two gross weights represents the fuel consumption. The
difference between the corresponding distances and times respectively represents the cruise
distance covered and the cruise time for this fuel consumption.
Integrated cruise tables are established for M .78 at fixed levels from FL 290 to FL 390 and for long
range speed at fixed levels from FL 100 to FL 390.
Corrections are given on separate tables to allow for step climbs and to take into account the climb
and the descent phases.
Following tables have been calculated using databases for CFM 56-5-B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
CTV A320 FLEET

FCOM
PER-FPL-FLP-ICR-10 P 1/2
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
INTEGRATED CRUISE AT A GIVEN MACH NUMBER

INTEGRATED CRUISE - M.78 FL290
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-FPL-FLP-ICR-20-00001802.0026001 / 29 MAR 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
INTEGRATED CRUISE AT LONG RANGE CRUISE SPEED

INTEGRATED CRUISE - LR FL100
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CLIMB CORRECTION
CLIMB CORRECTION
Ident.: PER-FPL-FLP-ICR-40-00012999.0027001 / 18 FEB 11
The planner must correct the values for the fuel and the time obtained from the integrated cruise
tables with the numbers given in the following tables. The tables which are established for M .78 and
long range speed, take into account climbing from the brake release point at 250 kt/300 kt/M .78.
M .78 AND LONG RANGE SPEED
FL
390
370
350
330
310
290
270
250
200
150
100
50
0.8
54
0.8
0.7
0.8
0.8
0.7
0.6
0.6
0.6
0.5
0.4
0.3
0.2
0.8
0.7
0.7
0.7
0.6
0.6
0.5
0.4
0.3
CORRECTION ON FUEL CONSUMPTION (1 000 KG)

WEIGHT AT BRAKE RELEASE (1 000 KG)
58
62
66
70
74
0.9
0.9
0.9
0.9
0.9
1.0
0.8
0.8
0.9
0.9
0.8
0.7
0.7
0.7
0.6
0.5
0.4
0.3
0.9
0.8
0.7
0.7
0.6
0.5
0.4
0.3
0.9
0.8
0.8
0.7
0.7
0.6
0.5
0.3
78
-
1.0
1.0
1.1
0.9
0.9
1.0
0.8
0.8
0.7
0.6
0.5
0.4
1.0
0.9
0.8
0.8
0.6
0.5
0.4
1.0
0.9
0.9
0.8
0.7
0.6
0.4
Time
Correction
4 min
4 min
5 min
5 min
5 min
5 min
5 min
5 min
5 min
4 min
3 min
CLIMB CORRECTION
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

FL
390
370
350
330
310
290
270
250
200
150
100
50
0.8
54
0.9
0.8
0.8
0.8
0.7
0.7
0.7
0.6
0.6
0.5
0.4
0.3
CORRECTION ON FUEL CONSUMPTION (1 000 KG)

WEIGHT AT BRAKE RELEASE (1 000 KG)
58
62
66
70
74
0.9
1.0
-
0.9
0.9
1.0
1.0
1.0
0.8
0.9
0.9
1.0
0.9
0.8
0.8
0.9
0.8
0.7
0.9
0.8
0.7
0.5
0.3
0.3
1.0
0.4
1.0
1.0
0.7
0.6
0.4
1.1
0.9
0.6
1.0
0.9
0.7
0.5
0.4
0.9
0.8
0.6
0.5
1.1
0.9
0.7
0.6
1.0
0.9
0.8
0.7
0.6
0.4
0.9
0.8
0.7
0.5
0.9
0.8
0.7
0.6
1.0
78
-
0.4
1.1
1.0
0.9
0.8
0.6
0.5
Time
Correction
4 min
4 min
5 min
5 min
5 min
5 min
5 min
5 min
5 min
4 min
3 min
CLIMB CORRECTION
FL
390
370
350
330
310
290
270
250
200
110
1.7
CORRECTION ON FUEL CONSUMPTION (1 000 LB)

WEIGHT AT BRAKE RELEASE (1 000 LB)
120
130
140
150
160
1.9
2.0
2.1
-
170
-
1.6
1.7
1.7
1.5
1.4
1.4
1.2
1.2
1.0
CTV A320 FLEET

FCOM
1.8
1.9
2.0
2.1
1.6
1.7
1.9
2.0
1.5
1.5
1.4
1.3
1.0
1.8
1.7
1.6
1.5
1.4
1.1
2.0
1.8
1.7
1.6
1.5
1.2
2.1
2.2
2.3
1.9
2.0
2.2
1.8
1.7
1.6
1.3
2.1
1.9
1.8
1.7
1.4
2.2
2.1
1.9
1.8
Time
Correction
4 min
4 min
4 min
5 min
5 min
5 min
5 min
5 min
1.5
4 min
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FL
150
100
110
0.8
0.5
CTV A320 FLEET

FCOM
CORRECTION ON FUEL CONSUMPTION (1 000 LB)

WEIGHT AT BRAKE RELEASE (1 000 LB)
120
130
140
150
160
0.8
0.9
1.0
1.0
1.1
0.6
0.6
0.7
0.7
0.8
170
1.2
0.9
Time
Correction
4 min
3 min
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
STEP CLIMB CORRECTION

When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a
correction of 50 kg per step climb to the fuel consumption.
When the flight includes one or more step climbs (2 000 ft below FL 290, 4 000 ft above), apply a
correction of 110 lb per step climb to the fuel consumption.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT CORRECTION
DESCENT CORRECTION
Correct the fuel and time values determined in the integrated cruise tables as follows to take into
account the descent down to 1 500 ft followed by a 6 min IFR approach and landing.
FL
390
370
350
330
310
290
270
250
200
150
100
46
0.1
CORRECTION ON FUEL CONSUMPTION (1 000 kg)

WEIGHT OVERHEAD DESTINATION (1 000 kg)
50
54
58
62
66
0.1
0.2
0.2
0.2
0.3
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0
0
0
70
-
0.1
0.1
0.2
0.2
0.3
0.3
0.1
0.1
0.2
0.2
0.2
0.3
0.1
0.1
0.1
0.1
0.1
0
0
0.1
0.1
0.1
0.1
0.1
0.1
0.1
0
0.2
0.2
0.2
0.2
0.2
0.2
0.1
0.2
0.1
0.2
0.1
0.1
0.1
0.1
0.2
0.2
0.2
0.2
0.2
0.1
0.1
0.1
0.3
0.3
0.2
0.2
0.2
0.2
0.1
0.1
Time Correction
10 min
10 min
10 min
10 min
10 min
10 min
10 min
10 min
10 min
9 min
8 min
DESCENT CORRECTION
FL
390
370
350
330
310
46
0.2

50
54
58
62
66
0.2
0.2
0.3
0.3
-
0.2
0.2
0.2
0.2
0.2
CTV A320 FLEET

FCOM
70
-
0.2
0.2
0.2
0.3
0.3
0.4
0.2
0.2
0.2
0.3
0.3
0.3
0.2
0.2
0.2
0.2
0.3
0.2
0.3
0.3
0.3
0.3
Time Correction
10 min
10 min
11 min
11 min
0.3
11 min
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FL
290
270
250
200
150
100
46
0.2

50
54
58
62
66
0.2
0.2
0.2
0.3
0.3
0.2
0.2
0.2
0.2
0.1
0.1
0.2
0.2
0.2
0.3
0.3
0.2
0.2
0.2
0.3
0.3
0.2
0.2
0.2
0.2
0.1
0.3
0.2
0.1
70
0.3
0.3
0.3
0.2
0.1
0.3
0.3
0.2
0.1
0.2
0.2
0.2
Time Correction
11 min
11 min
11 min
10 min
10 min
9 min
DESCENT CORRECTION
FL
390
370
350
330
310
290
270
250
200
150
100
100
0.2
CORRECTION ON FUEL CONSUMPTION (1 000 lb)

WEIGHT OVERHEAD DESTINATION (1 000 lb)
110
120
130
140
150
0.3
0.3
0.5
0.5
-
0.2
0.2
0.2
0.1
0.2
0.2
0.1
0.1
0.1
0
0
CTV A320 FLEET

FCOM
0.2
0.3
0.4
0.5
0.6
0.2
0.3
0.4
0.4
0.5
0.2
0.2
0.2
0.2
0.1
0.1
0
0.3
0.3
0.3
0.3
0.2
0.2
0.1
0
0.4
0.4
0.4
0.3
0.3
0.2
0.2
0.1
0.5
0.4
0.4
0.4
0.4
0.3
0.2
0.1
0.6
0.5
0.5
0.5
0.4
0.3
0.2
0.1
Time Correction
10 min
10 min
10 min
10 min
10 min
10 min
10 min
10 min
10 min
9 min
8 min
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION - QUICK DETERMINATION OF FLIGHT PLANNING
INTRODUCTION
INTRODUCTION
Ident.: PER-FPL-FLP-QFP-10-00001827.0001001 / 25 FEB 11
The following flight planning tables allow the planner to determine trip fuel consumption and trip time
These tables are established for:
Takeoff
Climb profile 250 kt/300 kt/M 0.78
Cruise Mach number M 0.78/LR
Descent profile M 0.78/300 kt/250 kt
Approach and landing 120 kg - 6 min IFR
ISA
CG = 33 %
Anti ice OFF
They are based upon a reference landing weight of 55 000 kg.
Note:
1. In the tables, the asterisk (*) means that a step climb of 4 000 ft must be flown to reach
the corresponding FL.
2. To obtain a flight plan at optimum cruise level, the highest flight level desired within the
flight has to be selected in the table.
3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/C/NM)
ISA (C) Air Distance (NM).
INTRODUCTION
Ident.: PER-FPL-FLP-QFP-10-00001827.0003001 / 02 MAY 12

Takeoff
Approach and landing 120 kg - 6 min IFR
CTV A320 FLEET
FCOM
PER-FPL-FLP-QFP-10 P 1/4
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
ISA
CG = 33 %
Anti ice OFF
They are based upon a reference landing weight of 55 000 kg and have been calculated using
databases for CFM 565B/P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel
consumption has to be increased by 3 %.
Note:
3. For each degree Celcius above ISA temperature apply fuel correction 0.015 (kg/C/NM)
INTRODUCTION
Ident.: PER-FPL-FLP-QFP-10-00001827.0004001 / 02 MAY 12

Takeoff
Approach and landing 270 lb - 6 min IFR
ISA
CG = 33 %
Anti ice OFF
They are based upon a reference landing weight of 120 000 lb and have been calculated using
databases for CFM 565B /P. If the engines fitted on the aircraft are neither /P, nor /3, the fuel
consumption has to be increased by 3 %.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Note:
3. For each degree Celcius above ISA temperature apply fuel correction 0.033 (lb/C/NM)
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CORRECTION FOR DEVIATION FROM REFERENCE LANDING WEIGHT

Ident.: PER-FPL-FLP-QFP-20-00001828.0001001 / 03 MAR 11
The fuel consumption must be corrected when the actual landing weight is different from the
reference landing weight.
If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the
correction part of the table per 1 000 kg below (or above) the reference landing weight.
The fuel consumption must be corrected when the actual landing weight is different from the
reference landing weight.
If it is lower (or greater) than the reference landing weight, subtract (or add) the value given in the
correction part of the table per 1 000 lb below (or above) the reference landing weight.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
EXAMPLE
The following is an example of a complete flight plan based on the assumptions:

Zero fuel weight: 60 000 kg = landing weight at alternate airport
Cruise M .78 at FL 370
Ground distance from departure to destination: 1 800 nm
Average wind during flight: -40 kt (headwind)
ISA conditions
En route reserve: 5 %
Ground distance from destination to alternate: 200 nm, no wind at FL 200
To calculate the flight plan, a reverse calculation is needed, i.e. start with the landing weight at
alternate (the schematic Refer to PER-FPL-GEN-FPL FLIGHT PLAN gives an overview of the
calculation to be performed).
1. Alternate fuel and time
Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA;
Alternate time = 40 min
Alternate fuel : 1 559 + 11 (60 55) = 1 614 kg
2. Holding fuel and time
A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT
SPEED), holding fuel = 1 300 kg
3. At destination, the landing weight = 60 000 + 1 614 + 1 300 = 62 914 kg
4. Evaluation of the air distance between departure and destination.
The Ground distance/Air distance conversion table (Refer to PER-OPD-CON-AEO M.78)
shows that the corresponding air distance is: 1 975 nm.
5. Trip fuel and time
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Enter air distance and flight level 370 (Refer to PER-FPL-FLP-QFP-40 FLIGHT PLANNING
M.78), read the corresponding values of fuel consumption and time, for the reference landing
weight and without deviation from ISA.
Fuel
= 10 478 kg
Time
= 4 h 37 min
Correction for landing weight
fuel
= 146 (62.914 55) = 1 155 kg
consumption
Trip reserves = 0.05 (10 478 + 1 155) = 582 kg
(5 %)
6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL
REQUIREMENTS)
7. Total fuel on board (Block fuel):
10 478 + 1 155 + 582 + 1 300 + 1 614 + 140 = 15 269 kg
EXAMPLE
The following is an example of a complete flight plan based on the assumptions:

Zero fuel weight: 60 000 kg = landing weight at alternate airport
Ground distance from departure to destination: 1 800 nm
Average wind during flight: -40 kt (headwind)
ISA conditions
En route reserve: 5 %
Ground distance from destination to alternate: 200 nm, no wind at FL 200
Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ;
Alternate time : 38 min
Alternate fuel : 1 573 + 9 (60 55) = 1 618 kg
A 30 min holding is assumed at 1 500 ft. ( Refer to PER-HLD-HLD CONF 0 - GREEN DOT
SPEED), holding fuel = 1 090 kg
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
3. At destination, the landing weight = 60 000 + 1 618 + 1 090 = 62 708 kg

Fuel
: 10 205 kg
Time
= 4 h 37 min
fuel
: 146 (62.7 55) = 1 124 kg
consumption
Trip reserves : 0.05 (10 205 + 1 124) = 567 kg
(5 %)
6. Taxi fuel = 140 kg (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL
REQUIREMENTS)
7. Total fuel on board (Block fuel) :
10 205 + 1 124 + 567 + 1 090 + 1 618 + 140 = 14 744 kg
EXAMPLE
The following is an example of a complete flight plan based on the assumptions :

Zero fuel weight : 130 000 lb = landing weight at alternate airport
Ground distance from departure to destination : 1 800 nm
Average wind during flight : -40 kt (headwind)
ISA conditions
En route reserve : 5 %
Ground distance from destination to alternate : 200 nm, no wind at FL 200
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
Refer to PER-FPL-FLP-ALN-20 ALTERNATE PLANNING ISA ;

Alternate time : 40 min
Alternate fuel : 3 426 + 10 (130 120) = 3 526 lb
A 30 min holding is assumed at 1 500 ft. (Refer to PER-HLD-HLD CONF 0 - GREEN DOT
SPEED), holding fuel = 2 451 lb
3. At destination, the landing weight = 130 000 + 3 526 + 2 451 = 135 977 lb
Fuel
: 22 995 lb
Time
= 4 h 38 min
fuel
: 144 (136.977 120) = 2 317 lb
consumption
Trip reserves : 0.05 (22 995 + 2 317) = 1 266 lb
(5 %)
6. Taxi fuel = 300 lb (Refer to PER-FPL-GEN-MFR MINIMUM RECOMMENDED FUEL
REQUIREMENTS)
7. Total fuel on board (Block fuel) :
22 995 + 2 317 + 1 266 + 2 451 + 3 526 + 300 = 32 855 lb
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING AT A GIVEN MACH NUMBER
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING M.78

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING AT LONG RANGE SPEED
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING LRC

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING LRC

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PLANNING LRC

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION - ALTERNATE
ALL ENGINES OPERATIVE

GENERAL
Ident.: PER-FPL-FLP-ALN-20-00001832.0008001 / 02 MAR 11
The alternate planning tables enable the flight crew to determine the fuel consumption and time
required to cover a given air distance from go-around at destination airport to landing at alternate
airport.
Go-around: 100 kg or 220 lb
Climb profile: 250 kt/300 kt/M .78
Long range speed
Descent profile: M .78/300 kt/250 kt
Approach and landing at alternate airport: 80 kg or 180 lb (4 min)
ISA
CG = 33 %
Anti ice OFF
Note:
the corresponding flight level.
2. The flight level shown on the top of each column is the final flight level.
3. For each degree Celsius above ISA temperature apply a fuel correction of
0.015 (kg/C/NM) ISA (C) Air distance (NM)
or 0.033 (lb/C/NM) ISA (C) Air distance (NM)
GENERAL

The alternate planning tables enable the flight crew to determine the fuel consumption and time
required to cover a given air distance from go-around at destination airport to landing at alternate
airport.
Go-around: 100 kg or 220 lb
Climb profile: 250 kt/300 kt/M .78
Long range speed
Approach and landing at alternate airport: 80 kg or 180 lb (4 min)
CTV A320 FLEET
FCOM
PER-FPL-FLP-ALN-20 P 1/8
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
ISA
CG = 33 %
Anti ice OFF
Following tables have been calculated using databases for CFM 565B /P. If the engines fitted on
the aircraft are not /P, the fuel consumption has to be increased by 3 %.
Note:
3. For each degree Celsius above ISA temperature apply a fuel correction of
0.015 (kg/C/NM) ISA (C) Air distance (NM)
or 0.033 (lb/C/NM) ISA (C) Air distance (NM)
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
Ident.: PER-FPL-FLP-ALN-20-00001834.0001001 / 28 FEB 11

Applicable to: ALL
The alternate planning tables are based on a reference landing weight at alternate.
The fuel consumption must be corrected when the landing weight is different from the reference
landing weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the correction
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
ALTERNATE PLANNING ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
FLIGHT PREPARATION - FUEL TANKERING
GENERAL
Ident.: PER-FPL-FLP-FTK-00013351.0001001 / 23 MAR 11
Applicable to: ALL
This section provides guidance to operators on when an economical benefit to perform fuel tankering
exists.
Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between
departure airport and destination airport is significant.
Operators may also consider fuel tankering when the fuel supply is unreliable or the fuel type is
unavailable.
The operator has to take into account additional costs due to the aircraft weight increase. These
costs are not negligible and the operator should consider them against fuel tankering gains.
Main additional costs to consider are:
Reduction in takeoff thrust derate via lower flexible temperature
Increase in engine wear as a result of higher EGT
Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier
Landing Weight
The extra fuel burn will result in an economical penalty due to possible emission taxation.
Note:
The fuel tankering method takes into account the cost for the transport of the tankered fuel.
There are other operational aspects to consider when fuel tankering. The most common are risk of
overweight landings are reduction in operation performance margins for short, hot or high elevation
runways.
CALCULATION
Applicable to: ALL
The Fuel Price Ratio (FPR) is defined as the fuel price at the departure airport divided by the fuel
price at the destination airport.
The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel
tankering becomes profitable from a fuel cost point of view.
CTV A320 FLEET

FCOM
A to B
PER-FPL-FLP-FTK P 1/6
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
When Fuel Price Ratio is below the BEFRP

The advantage of the lower fuel price at departure compensates the additional fuel burn (the
additional fuel burn is due to the additional fuel tankered)
Fuel tankering maximizes the gain when as much fuel as possible is tankered
The tankered fuel quantity is limited by:
Maximum fuel capacity

Structural or performance limited Maximum Takeoff Weight
Structural or performance limited Maximum Landing Weight
Fuel required for the next flight.
In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their
discretion in order to avoid possible overweight landing.
The following table shows the BEFPR versus the air distance of the first flight leg.
The table also indicates the additional fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered. The
total additional fuel burn must be added to the total trip fuel from the departure airport.
FUEL TANKERING TABLES
Table assumptions are:

ISA temperature
Optimum flight level at Long Range cruise speed
30 min holding at 1 500 ft at Green Dot Speed
AIR DISTANCE (nm)
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 200
BREAK EVEN
FUEL PRICE RATIO
0.991
0.974
0.959
0.944
0.919
0.885
0.867
0.848
0.824
FUEL BURN PER 1000 lb

OF FUEL TANKERED (lb)
No gain
9
26
41
56
81
115
133
152
176
The following table is available for aircraft performance degradation (Performance Factor) :
CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
AIR DISTANCE
(nm)
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 400
PERF FACTOR 5%
BREAK
FUEL BURN PER
EVEN FUEL
1000 lb OF FUEL
PRICE RATIO
TANKERED (lb)
0.99
0.972
0.957
0.941
0.914
0.879
0.857
0.839
0.814
No gain
10
28
43
59
86
121
143
161
186
PERF FACTOR 10%

BREAK
FUEL BURN PER
EVEN FUEL
1000 lb OF FUEL
PRICE RATIO
TANKERED (lb)
0.99
0.971
0.955
0.939
0.908
0.873
0.848
0.853
0.79
No gain
10
29
45
61
92
127
152
147
210


ISA temperature
AIR DISTANCE (nm)
100
250
500
750
1 000
1 250
1 500
1 750
2 000
2 250
2 500
BREAK EVEN
FUEL PRICE RATIO
0.99
0.974
0.961
0.951
0.934
0.913
0.897
0.875
0.856
0.832
0.774
FUEL BURN PER 1000 kg

OF FUEL TANKERED (kg)
10
26
39
49
66
87
103
125
144
168
226
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
AIR DISTANCE
(nm)
100
250
500
750
1 000
1 250
1 500
1 750
2 000
2 250
2 500
PERF FACTOR 5%
BREAK
FUEL BURN PER
EVEN FUEL
1000 kg OF FUEL
PRICE RATIO
TANKERED (kg)
0.99
0.972
0.96
0.949
0.93
0.908
0.89
0.868
0.845
0.817
No gain
10
28
40
51
70
92
110
132
155
183
PERF FACTOR 10%

BREAK
FUEL BURN PER
EVEN FUEL
1000 kg OF FUEL
PRICE RATIO
TANKERED (kg)
0.989
0.98
0.965
0.946
0.927
0.907
0.884
0.861
0.836
0.772
No gain
11
30
35
54
73
93
116
139
164
228


ISA temperature
AIR DISTANCE (nm)
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 200
BREAK EVEN
FUEL PRICE RATIO
0.991
0.974
0.959
0.944
0.919
0.885
0.867
0.848
0.824
FUEL BURN PER 1000 kg

OF FUEL TANKERED (kg)
No gain
9
26
41
56
81
115
133
152
176
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
AIR DISTANCE
(nm)
100
300
500
700
1 000
1 300
1 500
1 700
2 000
2 400
PERF FACTOR 5%
BREAK
FUEL BURN PER
EVEN FUEL
1000 kg OF FUEL
PRICE RATIO
TANKERED (kg)
0.99
0.972
0.957
0.941
0.914
0.879
0.857
0.839
0.814
10
28
43
59
86
121
143
161
186
No gain
PERF FACTOR 10%

BREAK
FUEL BURN PER
EVEN FUEL
1000 kg OF FUEL
PRICE RATIO
TANKERED (kg)
0.99
0.971
0.955
0.939
0.908
0.873
0.848
0.853
0.79
No gain
10
29
45
61
92
127
152
147
210
EXAMPLE
DATA :
Air distance
Fuel price at departure airport
Fuel price at destination airport
=
=
=
1 000 nm
830 $ / 1 000 kg (377 $ / 1 000 lb)
1000 $ / 1 000 kg (454 $ / 1 000 lb)
1. From the relation between fuel price at departure and fuel price at destination
Current fuel price ratio = 0.83
2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)
For the defined air distance the BEFPR is 0.934, which is more than the current fuel price ratio.
The fuel tankering is profitable.
To determine the BEFPR, the interpolation of the table values is permitted.
If the user wants to avoid interpolation, select the next longer air distance. This will provide a
conservative value for BEFPR.
3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:
Total fuel is less than maximum fuel tank capacity
TOW with fuel tankering is less than structural or performance limited maximum takeoff weight
LW with fuel tankering is less than structural or performance limited maximum landing weight
Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.
4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.
Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 66 kg (66 lb). Multiply
this value by the amount of fuel tankered.
5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
CTV A320 FLEET

FCOM
C to D
30 MAY 13
PERFORMANCE
FLIGHT PLANNING
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
DATA :
Air distance
Fuel price at departure airport
Fuel price at destination airport
=
=
=
1 100 nm
830 $ / 1 000 kg (377 $ / 1 000 lb)
1000 $ / 1 000 kg (454 $ / 1 000 lb)
1. From the relation between fuel price at departure and fuel price at destination
Current fuel price ratio = 0.83
2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES)
For the defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio.
The fuel tankering is profitable.
To determine the BEFPR, the interpolation of the table values is permitted.
If the user wants to avoid interpolation, select the next longer air distance. This will provide a
conservative value for BEFPR.
3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:
Total fuel is less than maximum fuel tank capacity
TOW with fuel tankering is less than structural or performance limited maximum takeoff weight
LW with fuel tankering is less than structural or performance limited maximum landing weight
Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.
4. Enter the table and read the fuel burn per 1 000 kg (1 000 lb) of extra fuel tankered.
Every 1 000 kg (1000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply
this value by the amount of fuel tankered.
5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CLIMB
PERFORMANCE
CLIMB
A320
FLIGHT CREW
OPERATING MANUAL
PER-CLB-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-CLB-CLT CLIMB TABLES

CLIMB
CLIMB
CLIMB
CLIMB
ISA
ISA
ISA
ISA
CTV A320 FLEET

FCOM
........................................................................................................................................................... A
+10..................................................................................................................................................... B
+15.....................................................................................................................................................C
+20.....................................................................................................................................................D
PER-CLB-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
CLIMB
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
CLIMB
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-CLB-GEN-00001982.0001001 / 15 FEB 11
Applicable to: ALL
Climb tables are established at MAX CLIMB THRUST with air conditioning in normal mode and anti
ice OFF.
The climb speed profile is :
250 kt from 1 500 ft up to FL 100
acceleration from 250 kt to 300 kt
climb at 300 kt then M .78 up to selected altitude.
All charts are established with a center of gravity corresponding to 33 %.
CTV A320 FLEET

FCOM
PER-CLB-GEN P 1/2
19 JUL 11
PERFORMANCE
CLIMB
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-CLB-GEN P 2/2
19 JUL 11
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA
Ident.: PER-CLB-CLT-00001986.0021001 / 15 FEB 11
CTV A320 FLEET

FCOM
PER-CLB-CLT P 1/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 2/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA
CTV A320 FLEET

FCOM
PER-CLB-CLT P 3/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 4/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA
CTV A320 FLEET

FCOM
PER-CLB-CLT P 5/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 6/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +10

CTV A320 FLEET

FCOM
PER-CLB-CLT P 7/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 8/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +10

CTV A320 FLEET

FCOM
PER-CLB-CLT P 9/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 10/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +10

CTV A320 FLEET

FCOM
PER-CLB-CLT P 11/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 12/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +15

CTV A320 FLEET

FCOM
PER-CLB-CLT P 13/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 14/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +15

CTV A320 FLEET

FCOM
PER-CLB-CLT P 15/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 16/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +15

CTV A320 FLEET

FCOM
PER-CLB-CLT P 17/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 18/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +20

CTV A320 FLEET

FCOM
PER-CLB-CLT P 19/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 20/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +20

CTV A320 FLEET

FCOM
PER-CLB-CLT P 21/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 22/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CLIMB - ISA +20

CTV A320 FLEET

FCOM
PER-CLB-CLT P 23/24
30 MAY 13
PERFORMANCE
CLIMB
A320
CLIMB TABLES
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-CLB-CLT P 24/24
30 MAY 13
PERFORMANCE
CRUISE
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-ECI ECON (CI)

PER-CRZ-ECI-10 OPTIMUM MACH NUMBER
OPTIMUM MACH NUMBER................................................................................................................................... A

COST INDEX 0 (MAXIMUM RANGE).....................................................................................................................B
COST INDEX 10 KG/MIN....................................................................................................................................... C
COST INDEX 20 KG/MIN....................................................................................................................................... D
COST INDEX 40 KG/MIN........................................................................................................................................E
COST INDEX 60 KG/MIN........................................................................................................................................F
COST INDEX 80 KG/MIN....................................................................................................................................... G
COST INDEX 100 KG/MIN..................................................................................................................................... H
COST INDEX 10 (100 LB/H).................................................................................................................................... I
COST INDEX 25 (100 LB/H)................................................................................................................................... J
COST INDEX 50 (100 LB/H)...................................................................................................................................K
COST INDEX 75 (100 LB/H)................................................................................................................................... L
COST INDEX 110 (100 LB/H)................................................................................................................................ M
COST INDEX 125 (100 LB/H)................................................................................................................................ N
PER-CRZ-ALT ALTITUDE
PER-CRZ-ALT-10 OPTIMUM AND MAXIMUM ALTITUDES
DEFINITIONS...........................................................................................................................................................A
Cruise Level Charts General...................................................................................................................................B
OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB............................................................................................. C
CRUISE LEVEL CHARTS BLEED CORRECTIONS.............................................................................................. D
CRUISE LEVEL CHARTS M.78..............................................................................................................................E
CRUISE LEVEL CHARTS LONG RANGE SPEED.................................................................................................F
PER-CRZ-ALT-20 WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE.......................................................................... A
PER-CRZ-ALT-30 OPTIMUM ALTITUDE ON SHORT STAGE
OPTIMUM ALTITUDE ON SHORT STAGE............................................................................................................A
PER-CRZ-CRT CRUISE TABLES

PER-CRZ-CRT-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-CRZ-CRT-20 CRUISE AT M.78

CRUISE
CRUISE
CRUISE
CRUISE
M.78
M.78
M.78
M.78
CTV A320 FLEET

FCOM
ISA.............................................................................................................................................. A
ISA+10........................................................................................................................................ B
ISA+15........................................................................................................................................C
ISA+20........................................................................................................................................D
PER-CRZ-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
PER-CRZ-CRT-30 CRUISE AT LONG RANGE

LONG
LONG
LONG
LONG
RANGE CRUISE - ISA................................................................................................................................ A

RANGE CRUISE - ISA+10.......................................................................................................................... B
RANGE CRUISE - ISA+15.......................................................................................................................... C
RANGE CRUISE - ISA+20.......................................................................................................................... D
PER-CRZ-ICQ IN CRUISE QUICK CHECK

PER-CRZ-ICQ-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-CRZ-ICQ-20 CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT
CORRECTION FOR DEVIATION FROM REFERENCE WEIGHT......................................................................... A
PER-CRZ-ICQ-30 EXAMPLE
EXAMPLE................................................................................................................................................................ A
PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78
IN CRUISE QUICK CHECK M.78...........................................................................................................................A
PER-CRZ-ICQ-50 IN CRUISE QUICK CHECK LONG RANGE
IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................A
CTV A320 FLEET

FCOM
PER-CRZ-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
CRUISE
A320
ECON (CI) - OPTIMUM MACH NUMBER
FLIGHT CREW
OPERATING MANUAL
OPTIMUM MACH NUMBER

Ident.: PER-CRZ-ECI-10-00013065.0001001 / 02 FEB 11
Applicable to: ALL
Seven tables give the optimum Mach number versus cost index, altitude and wind as calculated by
the FMGC.
CTV A320 FLEET

FCOM
PER-CRZ-ECI-10 P 1/30
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
COST INDEX 0 (MAXIMUM RANGE)

Ident.: PER-CRZ-ECI-10-00012747.0006001 / 23 MAR 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-CRZ-ECI-10-00012747.0045001 / 18 FEB 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
COST INDEX 10 KG/MIN

Ident.: PER-CRZ-ECI-10-00012748.0003001 / 09 OCT 12
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
COST INDEX 10 (100 LB/H)

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
ALTITUDE - OPTIMUM AND MAXIMUM ALTITUDES
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-CRZ-ALT-10-00001995.0001001 / 06 APR 11
Applicable to: ALL
Optimum altitude : the altitude at which the airplane covers the maximum distance per kilogram
(pound) of fuel (best specific range). It depends on the actual weight and the deviation from ISA.
Maximum altitude is defined as the lower of :
maximum altitude at maximum cruise thrust in level flight and
maximum altitude at maximum climb thrust with 300 ft/min vertical speed.
Note:
Definition of the maximum altitude in the FMGC is different (Refer to DSC-22_20-50-10

MCDU).
CRUISE LEVEL CHARTS GENERAL
Ident.: PER-CRZ-ALT-10-00013130.0001001 / 02 MAR 11

Applicable to: ALL
These charts have been established for a center of gravity at 33 % MAC.

Maximum and optimum altitudes are given for different temperatures at long range speed and
M 0.78.
Note:
The n = 1.3 g (n = 1.4 g) curve indicates the buffet margin.

OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB

STEP
CLIMB
FROM/TO
310/350
330/370
350/390
CTV A320 FLEET

FCOM
ISA + 10
LR
76/167
69/152
62/136
M.78
76/167
69/152
62/136
WEIGHT (1 000 kg/1 000 lb)

ISA + 15
LR
M.78
73/160
73/160
66/145
66/145
59/130
59/130
A to C
LR
69/152
62/136
55/121
ISA + 20
M.78
69/152
62/136
55/121
PER-CRZ-ALT-10 P 1/6
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
OPTIMUM WEIGHT FOR 4000 FEET STEP CLIMB

STEP
CLIMB
FROM/TO
310/350
330/370
350/390
ISA + 10
LR
75/165
68/149
61/134
M.78
75/165
69/152
62/136
WEIGHT (1 000 kg/1 000 lb)

ISA + 15
LR
M.78
74/163
73/160
68/149
67/147
61/134
61/134
LR
70/154
64/141
58/127
ISA + 20
M.78
69/152
64/141
57/125
CRUISE LEVEL CHARTS BLEED CORRECTIONS

Ident.: PER-CRZ-ALT-10-00012764.0008001 / 02 FEB 11
BLEED CORRECTIONS
ENGINE ANTI ICE
Max Alt.
: - 900 ft
Opt Alt.
: No corr.
Max Alt.
: -1 400 ft
Opt Alt.
: No corr.
Max Alt.
: -1 700 ft
Opt Alt.
: -1 500 ft
ISA + 10
ISA + 15
ISA + 20
TOTAL ANTI ICE

Max Alt.
: -1 700 ft
Opt Alt.
: No corr.
Max Alt.
: -2 800 ft
Opt Alt.
: -1 400 ft
Max Alt.
: -2 800 ft
Opt Alt.
: -2 000 ft
CRUISE LEVEL CHARTS BLEED CORRECTIONS

BLEED CORRECTIONS
ISA
ISA + 10
ISA + 15
ISA + 20
CTV A320 FLEET

FCOM
ENGINE ANTI ICE

Max Alt.
: - 200 ft
Opt Alt.
: - 200 ft
Max Alt.
: -1 500 ft
Opt Alt.
: - 400 ft
Max Alt.
: -3 500 ft
Opt Alt.
: -3 500 ft
Max Alt.
: -5 300 ft
Opt Alt.
: -3 800 ft
C to D
TOTAL ANTI ICE

Max Alt.
: - 500 ft
Opt Alt.
: - 300 ft
Max Alt.
: -4 200 ft
Opt Alt.
: -3 100 ft
Max Alt.
: -4 800 ft
Opt Alt.
: -4 300 ft
Max Alt.
: -6 500 ft
Opt Alt.
: -6 200 ft
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE LEVEL CHARTS M.78

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE LEVEL CHARTS M.78

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE LEVEL CHARTS LONG RANGE SPEED

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE LEVEL CHARTS LONG RANGE SPEED

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
ALTITUDE - WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE
WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

Ident.: PER-CRZ-ALT-20-00001998.0008001 / 10 DEC 09
GIVEN
FIND
CTV A320 FLEET

FCOM
Weight : 62 000 kg (136 700 lb)

Wind at FL 350 : 10 kt head
Minimum wind difference to descend to FL 330 : (27 - 7) = 20 kt
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
RESULTS :
Descent to FL 330 may be considered provided the tail wind at this altitude is more
than (20 - 10) = 10 kt.
WIND ALTITUDE TRADE FOR CONSTANT SPECIFIC RANGE

GIVEN
FIND
CTV A320 FLEET

FCOM
Weight : 65 000 kg (143 300 lb)

Wind at FL 350 : 10 kt head
Minimum wind difference to descend to FL 310 : (40 - 4) = 36 kt
A
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
RESULTS :
CTV A320 FLEET

FCOM
Descent to FL 310 may be considered provided the tail wind at this altitude is more
than (36 - 10) = 26 kt.
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
ALTITUDE - OPTIMUM ALTITUDE ON SHORT STAGE

According to the air distance (from brake release point to landing), the cruise flight level is limited by
the distance required to perform climb and descent. The graph determines the optimum altitude.
It includes the following profiles:
Takeoff
Climb: 250 kt/300 kt/M .78
Long range cruise (during at least 5 min)
Descent: M .78/300 kt/250 kt
Approach and landing
and it is established for:
ISA
CG = 33 %
Anti ice OFF
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

According to the air distance (from brake release point to landing), the cruise flight level is limited by
the distance required to perform climb and descent. The graph determines the optimum altitude.
It includes the following profiles:
Takeoff
Climb: 250 kt/300 kt/M .78
Long range cruise (during at least 5 min)
Descent: M .78/300 kt/250 kt
Approach and landing
and it is established for:
ISA
CG = 33 %
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

Anti ice OFF
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
CRUISE TABLES - GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-CRZ-CRT-10-00004112.0002001 / 01 MAR 11
Applicable to: ALL
Cruise tables are established:

for ISA, ISA + 10, ISA + 15 and ISA + 20
with normal air conditioning and anti ice OFF
from FL 290 to FL 390 at M 0.78
from FL 100 to FL 390 at long range speed
with a 33 % center of gravity.
CTV A320 FLEET

FCOM
PER-CRZ-CRT-10 P 1/2
20 OCT 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLES - GENERAL
CTV A320 FLEET

FCOM
20 OCT 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLES - CRUISE AT M.78
CRUISE - M.78 - ISA

Ident.: PER-CRZ-CRT-20-00002005.0010001 / 09 DEC 09
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - M.78 - ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - M.78 - ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - M.78 - ISA+10

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLES - CRUISE AT LONG RANGE
LONG RANGE CRUISE - ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
LONG RANGE CRUISE - ISA+10

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - GENERAL
GENERAL
Ident.: PER-CRZ-ICQ-10-00002036.0001001 / 14 NOV 11
Applicable to: ALL
The following in cruise quick check tables allow the flight crew to determine the fuel consumption and
the time required to cover a given air distance from any moment in cruise to land.
Cruise Mach number: M 0.78/LR
Descent profile: M 0.78/300 kt/250 kt
Approach and landing: 120 kg or 270 lb -6 min IMC
ISA
CG = 33 %
Anti ice OFF
Note:
1. In the tables, the asterisk * means that a step climb of 4 000 ft has been made to reach
3. For each degree celsius above ISA apply a fuel correction of
0.005 (kg/C/NM) ISA (C) Air Distance (NM)
or 0.011 (lb/C/NM) ISA (C) Air Distance (NM)
CTV A320 FLEET

FCOM
PER-CRZ-ICQ-10 P 1/2
25 NOV 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - GENERAL
CTV A320 FLEET

FCOM
25 NOV 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - CORRECTION

FOR DEVIATION FROM REFERENCE WEIGHT

Ident.: PER-CRZ-ICQ-20-00002039.0001001 / 09 DEC 09
Applicable to: ALL
The in cruise quick check tables are based on a reference initial weight.
The fuel consumption must be corrected when the actual weight is different from the reference initial
weight.
part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight.
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - CORRECTION

FOR DEVIATION FROM REFERENCE WEIGHT
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - EXAMPLE
EXAMPLE
In-cruise quick check with cruise at M .78

FL 370
Actual cruise weight
: 55 000 kg
Remaining ground distance
: 800 nm
ISA +10
Average wind during flight
: -40 kt (head wind)
Evaluation of air distance to be covered
Using the Ground Distance/Air Distance conversion table (Refer to PER-OPD-CON-AEO
M.78), the corresponding air distance is : 880 nm
Determination of the fuel consumption and time for the reference initial weight in cruise.
Enter table (Refer to PER-CRZ-ICQ-40 IN CRUISE QUICK CHECK M.78) with an air distance
of 880 nm and FL 370 for ISA.
Fuel consumption : 3 941 kg
Time needed : 2 h 08 min
Correction due to real in cruise weight of 55 000 kg
fuel consumption
: -50 kg per 1 000 kg below reference
fuel
: -50 (60 - 55) = - 250 kg
Temperature correction :
fuel consumption
: +0.005 kg per 1 above ISA and per 1 nm Air distance
fuel
: +0.005 10 880 = 44 kg
RESULT
Fuel :
Time :
3 941 - 250 + 44 = 3 735 kg

2 h 08 min
EXAMPLE


FL 370
: 55 000 kg
: 800 nm
ISA +10
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

Fuel consumption: 4 053 kg
Time needed: 2 h 07 min
Correction due to real in cruise weight of 55 000 kg
fuel consumption
: -49 kg per 1 000 kg below reference
fuel
: -49 (60 - 55) = - 245 kg
Temperature correction :
fuel consumption
: +0.005 kg per 1 above ISA and per 1 nm Air distance
fuel
: +0.005 10 880 = 44 kg
RESULT
Fuel :
Time :
4 053 - 245 + 44 = 3 852 kg

2 h 07 min
EXAMPLE


FL 370
: 120 000 lb
: 800 nm
ISA +10
Fuel consumption: 8 856 lb
Time needed: 2 h 07 min
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
Correction due to real in cruise weight of 120 000 lb

fuel consumption
: -47 lb per 1 000 lb below reference
fuel
: -47 (130 - 120) = - 470 lb
Temperature correction:
fuel consumption
: + 0.011 lb per 1 above ISA and per 1 nm Air distance
fuel
: +0.011 10 880 = 97 lb
RESULT
Fuel :
Time :
8 856 - 470 + 97 = 8 483 lb

2 h 07 min
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK M.78
IN CRUISE QUICK CHECK M.78

Ident.: PER-CRZ-ICQ-40-00002045.0021001 / 08 FEB 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-CRZ-ICQ-40-00002045.0010001 / 08 FEB 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - IN CRUISE QUICK CHECK LONG RANGE
IN CRUISE QUICK CHECK LONG RANGE

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
CRUISE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
HOLDING
PERFORMANCE
HOLDING
A320
FLIGHT CREW
OPERATING MANUAL
PER-HLD-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-HLD-HLD HOLDING TABLES

CONF
CONF
CONF
CONF
0 - GREEN DOT SPEED.............................................................................................................................A

0 - 210KT..................................................................................................................................................... B
1 - S SPEED................................................................................................................................................C
1 - 170KT..................................................................................................................................................... D
CTV A320 FLEET

FCOM
PER-HLD-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
HOLDING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-HLD-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
HOLDING
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-HLD-GEN-00002129.0001001 / 16 MAR 11
Holding tables contain information about the total fuel flow that allows the flight crew to plan holding
and reserve fuel requirements.
They are established for flight in a race track holding pattern for two different configurations:
Clean configuration at 210 kt and green dot speed
Configuration 1 at 170 kt and S speed.
Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel
speed and the minimum drag speed.
These charts are established with air conditioning in normal mode and the center of gravity at 33 %.
GENERAL
Ident.: PER-HLD-GEN-00002129.0002001 / 16 MAR 11
Holding tables contain information about the total fuel flow that allows the flight crew to plan holding
and reserve fuel requirements.
They are established for flight in a race track holding pattern for two different configurations:
Clean configuration at 210 kt and green dot speed + 20 kt
Configuration 1 at 170 kt and S speed.
Green dot speed in clean configuration and S in CONF 1 are speeds between the minimum fuel
speed and the minimum drag speed.
These charts are established with air conditioning in normal mode and the center of gravity at 33 %.
CTV A320 FLEET

FCOM
PER-HLD-GEN P 1/2
30 MAY 13
PERFORMANCE
HOLDING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-HLD-GEN P 2/2
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 0 - GREEN DOT SPEED

Ident.: PER-HLD-HLD-00002146.0023001 / 16 FEB 11
CTV A320 FLEET

FCOM
PER-HLD-HLD P 1/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
PER-HLD-HLD P 2/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
PER-HLD-HLD P 3/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 0 - 210KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 4/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 0 - 210KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 5/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 0 - 210KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 6/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - S SPEED
Ident.: PER-HLD-HLD-00002148.0021001 / 09 DEC 09
CTV A320 FLEET

FCOM
PER-HLD-HLD P 7/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - S SPEED
CTV A320 FLEET

FCOM
PER-HLD-HLD P 8/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - S SPEED
CTV A320 FLEET

FCOM
PER-HLD-HLD P 9/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - 170KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 10/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - 170KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 11/12
30 MAY 13
PERFORMANCE
HOLDING
A320
HOLDING TABLES
FLIGHT CREW
OPERATING MANUAL
CONF 1 - 170KT
CTV A320 FLEET

FCOM
PER-HLD-HLD P 12/12
30 MAY 13
PERFORMANCE
DESCENT
PERFORMANCE
DESCENT
A320
FLIGHT CREW
OPERATING MANUAL
PER-DES-GEN GENERAL
GENERAL................................................................................................................................................................ A
PER-DES-STD STANDARD
DESCENT- M.78/300KT/250KT...............................................................................................................................A
PER-DES-EMG EMERGENCY
EMERGENCY DESCENT - M.82/350KT................................................................................................................ A
CTV A320 FLEET

FCOM
PER-DES-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
DESCENT
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-DES-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
DESCENT
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-DES-GEN-00002131.0001001 / 09 DEC 09
Applicable to: ALL
Descent tables are established for normal descent speed M .78 / 300 kt /250 kt and emergency
descent at MMO/VMO with airbrakes extended, down to 1 500 ft with :
CG = 33 %
Anti ice OFF
For normal descent, cabin vertical speed is limited to 350 ft/min
CTV A320 FLEET

FCOM
PER-DES-GEN P 1/2
19 JUL 11
PERFORMANCE
DESCENT
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-DES-GEN P 2/2
19 JUL 11
PERFORMANCE
DESCENT
A320
STANDARD
FLIGHT CREW
OPERATING MANUAL
DESCENT- M.78/300KT/250KT
Ident.: PER-DES-STD-00002133.0028001 / 09 DEC 09
CTV A320 FLEET

FCOM
PER-DES-STD P 1/4
30 MAY 13
PERFORMANCE
DESCENT
A320
STANDARD
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-DES-STD P 2/4
30 MAY 13
PERFORMANCE
DESCENT
A320
STANDARD
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-DES-STD P 3/4
30 MAY 13
PERFORMANCE
DESCENT
A320
FLIGHT CREW
OPERATING MANUAL
STANDARD
CTV A320 FLEET

FCOM
PER-DES-STD P 4/4
30 MAY 13
PERFORMANCE
DESCENT
A320
EMERGENCY
FLIGHT CREW
OPERATING MANUAL
EMERGENCY DESCENT - M.82/350KT

Ident.: PER-DES-EMG-00002134.0011001 / 09 DEC 09
CTV A320 FLEET

FCOM
PER-DES-EMG P 1/4
30 MAY 13
PERFORMANCE
DESCENT
A320
EMERGENCY
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
PER-DES-EMG P 2/4
30 MAY 13
PERFORMANCE
DESCENT
A320
EMERGENCY
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
PER-DES-EMG P 3/4
30 MAY 13
PERFORMANCE
DESCENT
A320
FLIGHT CREW
OPERATING MANUAL
EMERGENCY
CTV A320 FLEET

FCOM
PER-DES-EMG P 4/4
30 MAY 13
PERFORMANCE
GO AROUND
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
PER-GOA-GEN GENERAL
GENERAL................................................................................................................................................................ A
PROCEDURE.......................................................................................................................................................... B
PER-GOA-ACG APPROACH CLIMB LIMITING WEIGHT

PER-GOA-ACG-NOR NORMAL
CONF 2....................................................................................................................................................................A
CONF 3....................................................................................................................................................................B
PER-GOA-ACG-CAT CAT II
CAT II - CONF 2..................................................................................................................................................... A

CAT II - CONF 3..................................................................................................................................................... B
CTV A320 FLEET

FCOM
PER-GOA-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-GOA-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
GO AROUND
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-GOA-GEN-00002140.0001001 / 28 JAN 11
Applicable to: ALL
In the go around configuration corresponding to the all engine procedure, the minimum steady
gradient one engine inoperative required by the regulations is 2.1 % at a speed not exceeding 1.4
Vs. This requirement is also called approach climb performance by regulations.
The following tables allow to determine the go around limiting weight which satisfies the required
gradient with the certified go around configurations 3 and 2.
The required gradient of 2.1 % is considered at the airport reference altitude. The power setting
is GO AROUND thrust with the air conditioning ON. The speed is 1.23 Vs of the specified
configuration. For the occasional cases where approach climb performance is found restrictive, a
correction is given for an increased speed, up to 1.4 Vs.
Note:
Landing climb performance (2 engines running) is never limiting.

PROCEDURE
Ident.: PER-GOA-GEN-00002141.0001001 / 11 MAY 12

PK-GLO, PK-GLU
According to airport pressure altitude and temperature determine if the slats/flaps setting must be
restricted as a function of the landing weight, in order to meet the go around gradient requirement of
2.1 %.
Establish the final approach configuration with one more step of flaps. If the approach is interrupted,
retract the flaps by one step during the go-around.
In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to
be maintained.
Use the tables for CAT II approach to determine the maximum approach climb limiting weight
according to airport pressure altitude and temperature.
CTV A320 FLEET

FCOM
A to B
PER-GOA-GEN P 1/2
30 MAY 13
PERFORMANCE
GO AROUND
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
Note:
1. If circumstances dictate, landing may be made at a weight corresponding to the

maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING).
2. When icing conditions are predicted during the flight and TAT is 10 C or below and there
is an evidence of significant ice accretion, to take into account ice formation on the non
heated structure :
decrease the approach climb limiting weight by 4.5 %.
in CONF FULL, the approach speed must not be lower than VREF +5 kt.
or
in CONF 3, the approach speed must not be lower than VLS +10 kt.
For Landing Performance assessment, refer to QRH FPE-IFL.
3. In the following tables corrections for anti ice are only valid for OAT lower than 10 C.
PROCEDURE
Ident.: PER-GOA-GEN-00002141.0014001 / 27 MAY 13

According to airport pressure altitude and temperature determine if the slats/flaps setting must be
restricted as a function of the landing weight, in order to meet the go around gradient requirement of
2.1 %.
Establish the final approach configuration with one more step of flaps. If the approach is interrupted,
retract the flaps by one step during the go-around.
In case of category II approach, JAR-OPS requires a regulatory approach climb gradient of 2.5 % to
be maintained.
Use the tables for CAT II approach to determine the maximum approach climb limiting weight
according to airport pressure altitude and temperature.
Note:
1. If circumstances dictate, landing may be made at a weight corresponding to the

maximum structural takeoff weight. (Refer to PRO-ABN-80 OVERWEIGHT LANDING).
2. When icing conditions are predicted during the flight and TAT is 10 C or below and there
is an evidence of significant ice accretion, to take into account ice formation on the non
heated structure:
decrease the approach climb limiting weight by 8.5 %
in CONF FULL, the approach speed must not be lower than VREF +5 kt.
or
in CONF 3, the approach speed must not be lower than VLS +10 kt.
For Landing Performance assessment, refer to QRH FPE-IFL.
3. In the following tables corrections for anti ice are only valid for OAT lower than 10 C.
CTV A320 FLEET

FCOM
PER-GOA-GEN P 2/2
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
APPROACH CLIMB LIMITING WEIGHT - NORMAL
CONF 2
Ident.: PER-GOA-ACG-NOR-00002142.0320001 / 21 MAR 11
CTV A320 FLEET

FCOM
PER-GOA-ACG-NOR P 1/8
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 2
Ident.: PER-GOA-ACG-NOR-00002142.0598001 / 14 DEC 12
APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2
ONE ENGINE OUT

ONE ENGINE AT GO AROUND THRUST
OAT
(C)
10
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
55
-2000
88.7
88.4
88.3
88.2
88.2
88.1
88.0
88.0
87.9
87.9
87.8
87.8
87.8
87.7
87.7
87.5
85.5
83.5
81.5
80.5
CORRECTIONS
WEIGHT
CTV A320 FLEET

FCOM
200
400
600
High Air Conditioning

Anti Ice OFF
800 1000 1500 2000 5000 8000 9200 12000 14100
87.7 87.5 87.2 87.0 86.7 86.4 85.8

87.4 87.1 86.9 86.6 86.4 86.1 85.5
87.3 87.1 86.8 86.6 86.3 86.1 85.5
87.2 87.0 86.8 86.5 86.3 86.0 85.4
87.2 87.0 86.7 86.5 86.2 86.0 85.4
87.1 86.9 86.7 86.4 86.2 85.9 85.3
87.1 86.9 86.6 86.4 86.1 85.9 85.3
87.0 86.8 86.6 86.3 86.1 85.8 85.3
87.0 86.8 86.5 86.3 86.0 85.8 85.2
87.0 86.7 86.5 86.3 86.0 85.8 85.2
86.9 86.7 86.5 86.2 86.0 85.8 85.2
86.9 86.7 86.5 86.2 86.0 85.8 85.2
86.9 86.7 86.4 86.2 85.9 85.7 84.2
86.8 86.2 85.6 85.0 84.4 83.8 82.3
84.9 84.3 83.7 83.1 82.5 81.9 80.4
83.0 82.4 81.8 81.2 80.6 80.0 78.6
81.1 80.5 79.9 79.3 78.7 78.2 76.8
79.2 78.6 78.0 77.5 77.0 76.4 75.0
77.3 76.8 76.3
76.5
AIR CONDITIONING
ENGINE ANTI ICE
OFF
ON
+ 1500 kg
Gradient : 2.1 %
V = 1.23 Vs
85.2
84.9
84.9
84.8
84.8
84.7
84.7
84.7
84.6
84.6
84.6
84.6
82.6
80.8
78.9
77.2
75.4
85.5
85.3
85.2
84.8
83.8
82.8
81.8
80.8
79.8
78.1
76.3
74.4
72.7
71.0
80.7
79.2
78.2
77.1
75.9
74.5
73.3
71.9
70.5
69.1
67.6
76.6
73.9
72.6
71.3
70.0
68.9
67.7
66.5
65.3
64.1
TOTAL ANTI ICE

ON
- 240 kg up to 9200 ft - 1100 kg up to 5000 ft

- 3700 kg above 9200 ft - 7300 kg above 5000 ft
69.0
63.4
62.3
61.4
60.4
59.4
58.4
63.3
57.0
56.1
55.2
54.2
SPEED
INCREASE
(PER 0.01 Vs)
+ 210 kg
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CONF 3
Ident.: PER-GOA-ACG-NOR-00002143.0678001 / 14 DEC 12
APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3
ONE ENGINE OUT

OAT
(C)
10
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
55
-2000
87.8
87.5
87.4
87.3
87.3
87.2
87.1
87.1
87.0
87.0
87.0
86.9
86.9
86.8
86.8
86.7
84.6
82.7
80.7
79.7
CORRECTIONS
WEIGHT
CTV A320 FLEET

FCOM
200
400
600
High Air Conditioning

Anti Ice OFF
800 1000 1500 2000 5000 8000 9200 12000 14100
86.8 86.6 86.3 86.1 85.8 85.6 85.0

86.5 86.3 86.0 85.8 85.5 85.3 84.7
86.4 86.2 86.0 85.7 85.5 85.2 84.7
86.4 86.1 85.9 85.7 85.4 85.2 84.6
86.3 86.1 85.8 85.6 85.4 85.1 84.6
86.3 86.0 85.8 85.5 85.3 85.1 84.5
86.2 86.0 85.7 85.5 85.3 85.0 84.5
86.2 85.9 85.7 85.5 85.2 85.0 84.5
86.1 85.9 85.7 85.4 85.2 85.0 84.4
86.1 85.9 85.6 85.4 85.2 84.9 84.4
86.1 85.8 85.6 85.4 85.1 84.9 84.4
86.0 85.8 85.6 85.4 85.1 84.9 84.4
86.0 85.8 85.6 85.3 85.1 84.8 83.3
85.9 85.3 84.7 84.1 83.5 83.0 81.5
84.0 83.4 82.9 82.3 81.7 81.1 79.6
82.1 81.6 81.0 80.4 79.8 79.2 77.8
80.3 79.7 79.1 78.5 78.0 77.4 76.0
78.4 77.8 77.3 76.8 76.2 75.7 74.2
76.6 76.1 75.5
75.7
AIR CONDITIONING
ENGINE ANTI ICE
OFF
ON
+ 1500 kg
Gradient : 2.1 %
V = 1.23 Vs
84.4
84.1
84.1
84.0
84.0
83.9
83.9
83.9
83.8
83.8
83.8
83.8
81.8
80.0
78.1
76.4
74.6
84.7
84.4
84.4
83.9
82.9
82.0
81.0
80.0
78.9
77.3
75.5
73.7
71.9
70.2
79.8
78.3
77.4
76.3
75.0
73.7
72.4
71.1
69.7
68.3
66.9
75.7
73.0
71.8
70.5
69.2
68.1
67.0
65.8
64.6
63.4
TOTAL ANTI ICE

ON
- 230 kg up to 9200 ft - 1100 kg up to 5000 ft

- 3700 kg above 9200 ft - 7200 kg above 5000 ft
68.2
62.6
61.6
60.7
59.8
58.8
57.8
62.6
56.4
55.5
54.6
53.7
SPEED
INCREASE
(PER 0.01 Vs)
+ 180 kg
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
APPROACH CLIMB LIMITING WEIGHT - CAT II
CAT II - CONF 2
Ident.: PER-GOA-ACG-CAT-00002144.0060001 / 02 MAR 11
CTV A320 FLEET

FCOM
PER-GOA-ACG-CAT P 1/8
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 2
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 2
Ident.: PER-GOA-ACG-CAT-00002144.0354001 / 14 DEC 12
APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 2 - CAT II
ONE ENGINE OUT

OAT
(C)
10
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
55
-2000
86.6 85.6
86.2 85.2
86.2 85.2
86.1 85.1
86.0 85.1
86.0 85.0
85.9 85.0
85.9 84.9
85.8 84.9
85.8 84.9
85.7 84.8
85.7 84.8
85.7 84.8
85.6 84.7
85.6 82.9
85.4 81.0
83.5 79.2
81.5 77.4
79.6 75.6
78.7 74.7
CORRECTIONS
WEIGHT
CTV A320 FLEET

FCOM
200
85.3
85.0
85.0
84.9
84.8
84.8
84.7
84.7
84.7
84.6
84.6
84.6
84.6
84.1
82.3
80.4
78.6
76.9
75.1
400
85.1
84.8
84.7
84.6
84.6
84.5
84.5
84.5
84.4
84.4
84.4
84.4
84.3
83.5
81.7
79.9
78.0
76.3
74.5
600
84.8
84.5
84.5
84.4
84.4
84.3
84.3
84.2
84.2
84.2
84.1
84.1
84.1
83.0
81.1
79.3
77.5
75.8
High Air
Conditioning
Anti Ice OFF
Gradient : 2.5 %
800 1000 1500 2000 5000 8000 9200 12000 14100
84.6
84.3
84.2
84.2
84.1
84.1
84.0
84.0
83.9
83.9
83.9
83.9
83.8
82.4
80.6
78.7
77.0
75.2
AIR CONDITIONING
OFF
+ 1400 kg
84.3
84.0
84.0
83.9
83.9
83.8
83.8
83.7
83.7
83.7
83.7
83.7
83.6
81.8
80.0
78.2
76.5
74.7
83.7
83.4
83.4
83.3
83.3
83.2
83.2
83.2
83.1
83.1
83.1
83.1
82.1
80.3
78.5
76.8
75.1
73.3
83.1
82.8
82.8
82.7
82.7
82.6
82.6
82.6
82.6
82.5
82.5
82.5
80.6
78.8
77.2
75.4
73.7
83.4
83.2
83.1
82.7
81.7
80.8
79.8
78.9
77.9
76.4
74.5
72.7
71.0
69.3
ENGINE ANTI ICE

ON
- 220 kg up to 9200 ft
- 3600 kg above 9200 ft
78.7
77.3
76.5
75.3
74.1
72.8
71.6
70.2
68.9
67.5
66.1
74.7
72.1
70.9
69.7
68.4
67.3
66.2
65.0
63.8
62.6
67.4
61.9
61.0
60.0
59.1
58.2
57.2
61.9
55.8
54.9
54.0
53.1
TOTAL ANTI ICE

ON
- 1100 kg up to 5000 ft
- 7000 kg above 5000 ft
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 3
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
GO AROUND
A320
FLIGHT CREW
OPERATING MANUAL
CAT II - CONF 3
Ident.: PER-GOA-ACG-CAT-00002145.0412001 / 14 DEC 12
APPROACH CLIMB LIMITING WEIGHT (1000 KG) - CONF 3 - CAT II
ONE ENGINE OUT

OAT
(C)
10
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48
50
52
54
55
-2000
84.3 83.3
83.9 83.0
83.9 83.0
83.8 82.9
83.7 82.8
83.7 82.8
83.6 82.7
83.6 82.7
83.5 82.7
83.5 82.6
83.4 82.6
83.4 82.6
83.4 82.6
83.3 82.5
83.3 80.7
83.2 78.9
81.3 77.2
79.4 75.4
77.5 73.7
76.7 72.8
CORRECTIONS
WEIGHT
CTV A320 FLEET

FCOM
200
83.1
82.8
82.7
82.7
82.6
82.5
82.5
82.5
82.4
82.4
82.4
82.4
82.3
81.9
80.1
78.3
76.7
74.9
73.1
400
82.8
82.5
82.5
82.4
82.4
82.3
82.3
82.2
82.2
82.2
82.2
82.1
82.1
81.3
79.5
77.8
76.1
74.3
72.6
600
82.6
82.3
82.2
82.2
82.1
82.1
82.0
82.0
82.0
81.9
81.9
81.9
81.9
80.8
79.0
77.3
75.6
73.8
High Air
Conditioning
Anti Ice OFF
Gradient : 2.5 %
800 1000 1500 2000 5000 8000 9200 12000 14100
82.4
82.1
82.0
82.0
81.9
81.9
81.8
81.8
81.7
81.7
81.7
81.7
81.6
80.2
78.4
76.8
75.0
73.3
AIR CONDITIONING
OFF
+ 1400 kg
82.1
81.8
81.8
81.7
81.7
81.6
81.6
81.6
81.5
81.5
81.5
81.5
81.4
79.6
77.9
76.2
74.5
72.7
81.6
81.3
81.3
81.2
81.2
81.1
81.1
81.0
81.0
81.0
81.0
81.0
80.0
78.2
76.5
74.8
73.1
71.4
81.0
80.8
80.7
80.6
80.6
80.6
80.5
80.5
80.5
80.4
80.4
80.4
78.5
76.9
75.1
73.4
71.7
81.2
81.0
80.9
80.5
79.6
78.6
77.7
76.8
75.8
74.3
72.5
70.8
69.1
67.6
ENGINE ANTI ICE

ON
- 220 kg up to 9200 ft
- 3500 kg above 9200 ft
76.6
75.2
74.3
73.2
72.0
70.7
69.6
68.3
67.0
65.7
64.3
72.6
70.1
68.9
67.7
66.5
65.4
64.4
63.3
62.2
61.0
65.6
60.2
59.3
58.4
57.5
56.6
55.7
60.2
54.3
53.5
52.6
51.7
TOTAL ANTI ICE

ON
- 1000 kg up to 5000 ft
- 6800 kg above 5000 ft
30 MAY 13
PERFORMANCE
LANDING
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
PER-LDG-GEN GENERAL
GENERAL................................................................................................................................................................ A
DISPATCH............................................................................................................................................................... B
Use of the Autobrake System................................................................................................................................. C
PER-LDG-CTA RUNWAY CONTAMINATION

PER-LDG-CTA-10 GENERAL
GENERAL................................................................................................................................................................ A
PER-LDG-CTA-20 DEFINITIONS
DEFINITIONS...........................................................................................................................................................A
EQUIVALENCES..................................................................................................................................................... B
PER-LDG-DIS DISPATCH
PER-LDG-DIS-MAT Runway Condition Assessment Matrix for Landing
Runway Condition Assessment Matrix....................................................................................................................A
PER-LDG-DIS-RLD REQUIRED LANDING DISTANCES / MANUAL LANDING
RLD CONF FULL.................................................................................................................................................... A

RLD CONF 3........................................................................................................................................................... B
Example................................................................................................................................................................... C
PER-LDG-DIS-RLA REQUIRED LANDING DISTANCES
AUTOMATIC LANDING ON DRY RUNWAY.......................................................................................................... A
CTV A320 FLEET

FCOM
PER-LDG-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
PER-LDG-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
LANDING
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LDG-GEN-00013287.0001001 / 22 MAY 12
Applicable to: ALL
REQUIRED LANDING DISTANCE (RLD) AT DISPATCH

The RLD is the regulatory reference to be used for dispatch landing performance computation.
The RLD is the factored certified landing distance based on:
Maximum manual braking initiated immediately after main gear touchdown
Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when
credit is used)
Antiskid and all spoilers operative
The regulatory dispatch factor.
MANUAL LANDING
CONTAMINATED RUNWAY
If the surface is contaminated, EU-OPS operators must use the longer of the RLD for wet
runway and the RLD for the applicable contaminant for dispatch.
AUTOMATIC LANDING
The RLD for automatic landing is defined as the RLD in manual landing corrected with the
increment given in AFM. These increments assume maximum manual braking from main gear
touchdown.
IN-FLIGHT LANDING DISTANCE
The flight crew should use the Landing Distances published in the QRH as the reference
for In-Flight landing performance computation. The In-Flight Landing Distances reflect the
performance achievable in a typical operational landing without margin, assuming realistic airborne
phase from threshold to touchdown and deceleration on ground to full stop.
The In-Flight Landing Distances consider:
Touchdown within the touchdown zone
Maximum manual braking initiated immediately after main gear touchdown
Normal system delays in braking activation in case of autobrake
Prompt selection of max reverse thrust, maintained to 70kt, and idle thrust to full stop (when
credit is used)
Antiskid and all spoilers operative.
CTV A320 FLEET

FCOM
PER-LDG-GEN P 1/4
30 MAY 12
PERFORMANCE
LANDING
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
FACTORED IN-FLIGHT LANDING DISTANCE

The flight crew should apply an appropriate margin to the In-Flight Landing Distances published
in the QRH to account for operational variability (e.g. in wind and runway condition reporting) and
flying technique (e.g. speed and height above threshold, flare).
This factor should account for:
The Applicable Regulations
The Airline Policy
The discretion of the Pilot.
The Factored In-Flight Landing Distance may in some cases, and in particular on contaminated
runway, exceed the RLD considered at dispatch.
The requirements for dispatch remain unchanged and are based on the RLD. However, when
arrival conditions are expected to be marginal it is recommended to make a preliminary calculation
of In-Flight Landing Distance or Factored In-Flight Landing Distance at dispatch in order to
nominate suitable destination alternates.
DISPATCH
Ident.: PER-LDG-GEN-00013288.0001001 / 18 MAR 11
Applicable to: ALL
The pilot must check before departure that the available runway length at destination is at least equal
to the required landing distance for the forecasted landing weight.
In case of aircraft system failure affecting landing distance known before the dispatch, the available
runway length must be at least equal to the required landing distance with failure, i.e. the required
landing distance without failure multiplied by the coefficient given in the Flight Manual or the MMEL.
USE OF THE AUTOBRAKE SYSTEM
Ident.: PER-LDG-GEN-00012045.0001001 / 22 MAY 12
Applicable to: ALL
The autobrake system is designed to help the pilot in case of :

aborted takeoff or
landing on short runways or
operation with low visibility weather conditions
Furthermore, it ensures a straight roll-out and optimizes the landing distance on contaminated
runways provided the contamination is evenly distributed.
CTV A320 FLEET

FCOM
A to C
PER-LDG-GEN P 2/4
30 MAY 12
PERFORMANCE
LANDING
A320
GENERAL
FLIGHT CREW
OPERATING MANUAL
At landing, select the braking mode according to :

runway length
configuration
runway condition
CTV A320 FLEET

FCOM
PER-LDG-GEN P 3/4
30 MAY 12
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
CTV A320 FLEET

FCOM
PER-LDG-GEN P 4/4
30 MAY 12
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL
Ident.: PER-LDG-CTA-10-00013002.0001001 / 28 FEB 11
Applicable to: ALL
This section presents the recommendations of Airbus Industrie for operations from wet runways or
from runways which are covered with contaminants such as standing water, slush or snow.
CTV A320 FLEET

FCOM
PER-LDG-CTA-10 P 1/2
19 JUL 11
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
19 JUL 11
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DEFINITIONS
Ident.: PER-LDG-CTA-20-00013004.0001001 / 22 MAY 13
Applicable to: ALL
DAMP
WET
STANDING WATER
SLUSH
WET SNOW
DRY SNOW
COMPACTED SNOW :
ICY
:
A runway is damp when the surface is not dry, but when the water on it
does not give it a shiny appearance.
A runway is considered as wet when the surface has a shiny
appearance due to a thin layer of water. When this layer does not
exceed 3 mm depth, there is no substantial risk of hydroplaning.
is caused by heavy rainfall and/or insufficient runway drainage with a
depth of more than 3 mm.
is water saturated with snow which spatters when stepping firmly on
it. It is encountered at temperatures around 5 C and its density is
approximately 0.85 kg/l (7.1 lb/US Gal).
is a condition where, if compacted by hand, snow will stick together
and tend to form a snowball. Its density is approximately 0.4 kg/l
(3.35 lb/US Gal).
is a condition where snow can be blown if loose, or if compacted by
hand, will fall apart again upon release. Its density is approximately
0.2 kg/l (1.7 lb/US Gal).
is a condition where snow has been compressed.
is a condition where the friction coefficient is 0.05 or below.
EQUIVALENCES

retained for the landing performance determination.
Type of contaminant
Slush
Water
Wet snow
Dry snow
CTV A320 FLEET

FCOM
3 mm (0.12 in)
A to B

Wet
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
EQUIVALENCES
PK-GLO, PK-GLU
retained for the landing performance determination.
Type of contaminant
Slush
Water
Wet snow
Dry snow
CTV A320 FLEET

FCOM
3 mm (0.12 in)
3 mm (0.12 in)
3 mm (0.12 in)
30 mm (1.18 in)
3 mm (0.12 in)
130 mm (5.12 in)

Wet
Slush
Wet
Slush
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING
RUNWAY CONDITION ASSESSMENT MATRIX

Ident.: PER-LDG-DIS-MAT-00014450.0001001 / 30 AUG 12
Applicable to: ALL
CTV A320 FLEET

FCOM
PER-LDG-DIS-MAT P 1/2
13 SEP 12
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DISPATCH - RUNWAY CONDITION ASSESSMENT MATRIX FOR LANDING
CTV A320 FLEET

FCOM
PER-LDG-DIS-MAT P 2/2
13 SEP 12
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DISPATCH - REQUIRED LANDING DISTANCES / MANUAL LANDING
RLD CONF FULL

Ident.: PER-LDG-DIS-RLD-00013995.0093001 / 03 APR 13
The RLD in the first table considers: Sea Level (SL), ISA, no wind, no slope, no engine reverse
thrust, manual landing, and VAPP=VLS.
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser
Operative
Extended
Forward CG
Required Landing Distances (m)

Compacted Dry / Wet
Dry
Wet
snow
snow
1 170
1 340
1 370
1 530
1 220
1 400
1 450
1 620
1 270
1 460
1 540
1 720
1 330
1 530
1 620
1 810
1 390
1 600
1 700
1 900
1 500
1 730
1 780
1 990
Slush
1 360
1 450
1 540
1 630
1 720
1 820
Corrections on Landing Distances (m)

Compacted Dry / Wet
Dry
Wet
snow
snow
Standing
Water
1 410
1 500
1 590
1 690
1 820
1 950
Slush
Standing
Water
+ 60
+ 70
+ 80
+ 90
+ 130
+ 130
+ 100
+ 150
+ 110
+ 170
+ 90
+ 160
+ 100
+ 190
+ 110
+ 240
+ 170
+ 330
- 70
- 90
- 70
- 80
+ 30
+ 30
+ 50
+ 60
+ 40
+ 50
RLD CONF FULL

Ident.: PER-LDG-DIS-RLD-00013995.0035001 / 22 MAY 12
Runway State
Weight (1000 lb)
100
110
120
130
CTV A320 FLEET

FCOM
Required landing distances (ft)

Compacted
Dry
Wet
snow
3 800
4 370
4 470
3 980
4 580
4 750
4 180
4 810
5 060
4 390
5 050
5 370
Standing
Water
4 430
4 570
4 740
4 890
5 070
5 240
5 420
5 650
Slush
PER-LDG-DIS-RLD P 1/10
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
Runway State
Weight (1000 lb)
140
150
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG

Required landing distances (ft)
Compacted
Dry
Wet
snow
4 670
5 370
5 670
5 180
5 950
5 980
Corrections on landing distances (ft)
Compacted
Dry
Wet
snow
Slush
5 760
6 110
Standing
Water
6 120
6 600
Slush
Standing
Water
+ 190
+ 220
+ 270
+ 430
+ 430
+ 320
+ 490
+ 370
+ 560
+ 300
+ 510
+ 420
+ 800
+ 580
+ 1 090
- 240
- 240
- 250
+ 80
+ 100
+ 150
+ 160
+ 180
RLD CONF FULL

Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
CTV A320 FLEET

FCOM
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW

Compacted
Dry
Wet
snow
1 150
1 320
1 310
1 210
1 390
1 400
1 260
1 450
1 480
1 320
1 510
1 560
1 380
1 580
1 640
1 480
1 710
1 730
Compacted
Dry
Wet
snow
+ 60
+ 70
+ 90
+ 100
+ 140
+ 100
+ 170
+ 80
+ 150
Slush
1 300
1 390
1 480
1 570
1 670
1 760
Standing
Water
1 350
1 440
1 530
1 630
1 750
1 880
Slush
Standing
Water
+ 130
+ 140
+ 110
+ 160
+ 220
+ 300
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
Runway State
Reverse
CG
Per Thrust
Reverser Operative
Extended
Forward CG

Compacted
Dry
Wet
snow
Slush
Standing
Water
- 90
- 90
- 110
+ 30
+ 30
+ 40
+ 40
+ 50
RLD CONF FULL

Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG

Compacted
Dry
Wet
snow
1 170
1 340
1 370
1 220
1 400
1 450
1 270
1 460
1 540
1 330
1 530
1 620
1 390
1 600
1 700
1 500
1 730
1 780
Compacted
Dry
Wet
snow
Slush
1 360
1 450
1 540
1 630
1 720
1 820
Standing
Water
1 410
1 500
1 590
1 690
1 820
1 950
Slush
Standing
Water
+ 60
+ 70
+ 80
+ 130
+ 130
+ 100
+ 150
+ 110
+ 170
+ 90
+ 160
+ 110
+ 240
+ 170
+ 330
- 70
- 70
- 80
+ 30
+ 30
+ 50
+ 40
+ 50
RLD CONF 3
Ident.: PER-LDG-DIS-RLD-00013996.0098001 / 03 APR 13
CTV A320 FLEET
FCOM
A to B
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser
Operative
Extended
Forward CG

Compacted Dry / Wet
Dry
Wet
snow
snow
1 250
1 430
1 500
1 690
1 300
1 500
1 590
1 790
1 360
1 570
1 680
1 890
1 430
1 640
1 770
1 990
1 520
1 750
1 860
2 090
1 670
1 920
1 950
2 200
Compacted Dry / Wet
Dry
Wet
snow
snow
Slush
1 490
1 590
1 690
1 800
1 900
2 030
Standing
Water
1 540
1 650
1 760
1 910
2 060
2 210
Slush
Standing
Water
+ 60
+ 70
+ 90
+ 110
+ 150
+ 150
+ 100
+ 150
+ 120
+ 180
+ 100
+ 170
+ 100
+ 200
+ 150
+ 270
+ 200
+ 370
- 90
- 120
- 90
- 90
+ 30
+ 30
+ 50
+ 50
+ 60
+ 60
RLD CONF 3
Runway State
Weight (1000 lb)
100
110
120
130
140
150
CTV A320 FLEET

FCOM
Required Landing Distances (ft)

Compacted
Dry
Wet
snow
4 040
4 650
4 860
4 260
4 900
5 190
4 480
5 150
5 520
4 720
5 430
5 860
5 150
5 920
6 200
5 740
6 600
6 540
Slush
4 840
5 210
5 580
5 960
6 360
6 870
Standing
Water
5 000
5 380
5 830
6 370
6 930
7 500
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG

Corrections on Landing Distances (ft)
Compacted
Dry
Wet
snow
Slush
Standing
Water
+ 210
+ 240
+ 300
+ 510
+ 510
+ 340
+ 510
+ 390
+ 580
+ 320
+ 540
+ 500
+ 900
+ 660
+ 1 250
- 290
- 300
- 310
+ 90
+ 110
+ 170
+ 210
+ 220
RLD CONF 3
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG
CTV A320 FLEET

FCOM

Compacted
Dry
Wet
snow
1 210
1 390
1 410
1 270
1 460
1 500
1 330
1 520
1 590
1 390
1 600
1 680
1 470
1 690
1 770
1 610
1 850
1 860
Compacted
Dry
Wet
snow
Slush
1 410
1 510
1 610
1 700
1 810
1 910
Standing
Water
1 460
1 560
1 660
1 800
1 940
2 080
Slush
Standing
Water
+ 70
+ 80
+ 100
+ 160
+ 160
+ 100
+ 150
+ 120
+ 170
+ 90
+ 160
+ 150
+ 260
+ 190
+ 350
- 110
- 120
- 130
+ 30
+ 30
+ 40
+ 60
+ 60
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
RLD CONF 3
Runway State
Weight (1000 kg)
46
50
54
58
62
66
Runway State
Altitude
Speed
Wind
Reverse
CG
Per 1 000 ft
ABOVE SL
Per 5 kt
Per 5 kt TW
Per Thrust
Reverser Operative
Extended
Forward CG

Compacted
Dry
Wet
snow
1 250
1 430
1 500
1 300
1 500
1 590
1 360
1 570
1 680
1 430
1 640
1 770
1 520
1 750
1 860
1 670
1 920
1 950
Compacted
Dry
Wet
snow
Slush
1 490
1 590
1 690
1 800
1 900
2 030
Standing
Water
1 540
1 650
1 760
1 910
2 060
2 210
Slush
Standing
Water
+ 60
+ 70
+ 90
+ 150
+ 150
+ 100
+ 150
+ 120
+ 180
+ 100
+ 170
+ 150
+ 270
+ 200
+ 370
- 90
- 90
- 90
+ 30
+ 30
+ 50
+ 60
+ 60
EXAMPLE
EXAMPLE 1
Required Landing Distance (RLD) determination with multiple corrections
Data: Landing CONF = CONF FULL
LW = 130 klb
DRY runway
Airport altitude = 2 000 ft
Approach speed = VLS
5 kt TW
CTV A320 FLEET

FCOM
B to C
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
ISA conditions
No slope
Read the reference distance for 130 klb from RLD table:
RLD (DRY, 0 ft, VLS, no wind) = 4 390 ft
Read the different corrections:
Altitude correction: 190 x 2 = + 380 ft
Wind correction: 490 x 1 = + 490 ft
RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 4 390 + 380 + 490 = 5 260 ft
EXAMPLE 2
Required Landing Distance (RLD) calculation with WET CHECK (Mandatory for EASA
operators)
LW = 130 klb
Runway covered with STANDING WATER
Credit for all thrust reversers
ISA conditions
No slope
RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 5 650 + 430 x 2 - 250 x 2 = 6 010 ft
Compare this distance to the landing distance in the same conditions on WET runway:
RLD (WET, 2 000 ft, VLS, no wind) = 5 050 + 220 x 2 = 5 490 ft
RLD (WET) < RLD (WATER), therefore RLD = 6 010 ft
EXAMPLE
EXAMPLE 1
LW = 58 T
DRY runway
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
5 kt TW
ISA conditions
No slope
Read the reference distance for 58 T from RLD table:
RLD (DRY, 0 ft, VLS, no wind) = 1 320 m
Altitude correction: 60 x 2 = + 120 m
Wind correction: 140 x 1 = + 140 m
RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 320 + 120 + 140 = 1 580 m
EXAMPLE 2
operators)
LW = 58 T
ISA conditions
No slope
RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 630 + 140 x 2 - 110 x 2 = 1 690 m
RLD (WET, 2 000 ft, VLS, no wind) = 1 510 + 70 x 2 = 1 650 m
RLD (WET) < RLD (WATER), therefore RLD = 1 690 m
EXAMPLE
EXAMPLE 1
LW = 58 T
DRY runway
CTV A320 FLEET
FCOM
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL

5 kt TW
ISA conditions
No slope
Read the reference distance for 58 T from RLD table:
RLD (DRY, 0 ft, VLS, no wind) = 1 330 m
Altitude correction: 60 x 2 = + 120 m
Wind correction: 150 x 1 = + 150 m
RLD (DRY, 2 000 ft, VLS, 5 kt TW) = 1 330 + 120 + 150 = 1 600 m
EXAMPLE 2
operators)
LW = 58 T
ISA conditions
No slope
RLD (WATER, 2 000 ft, VLS, no wind, all reversers) = 1 690 + 130 x 2 - 80 x 2 = 1 790 m
RLD (WET, 2 000 ft, VLS, no wind) = 1 530 + 70 x 2 = 1 670 m
RLD (WET) < RLD (WATER), therefore RLD = 1 790 m
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DISPATCH - REQUIRED LANDING DISTANCES
AUTOMATIC LANDING ON DRY RUNWAY

Ident.: PER-LDG-DIS-RLA-00013359.0023001 / 18 MAR 11
Determine the corrected required landing distance for manual landing from the data above.
The required landing distance for automatic landing is equal to the corrected required landing
distance for manual landing except in the following case:
In case of landing in CONF 3 with landing weight equal to or less than 55 000 kg and with no wind
or headwind, it is equal to the corrected required landing distance for manual required landing
increased by 95 m.
In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg it is equal to
the corrected required landing distance for manual required landing increased by 90 m.
In case of landing in CONF 3 with landing weight equal to or less than 65 000 kg and with
headwind at or above 10 kt, it is equal to the corrected required landing distance for manual
landing increased by 90 m.
In case of landing in CONF FULL with landing weight equal to or less than 45 000 kg and with
headwind at or above 30 kt, it is equal to the corrected required landing distance for manual
landing increased by 10 m.
In case of landing in CONF 3 with landing weight equal to or less than 121 300 lb and with no wind
or headwind, it is equal to the corrected required landing distance for manual required landing
increased by 310 ft.
In case of landing in CONF FULL with landing weight equal to or less than 154 400 lb it is equal to
the corrected required landing distance for manual required landing increased by 285 ft.
CTV A320 FLEET

FCOM
PER-LDG-DIS-RLA P 1/2
30 MAY 13
PERFORMANCE
LANDING
A320
FLIGHT CREW
OPERATING MANUAL
DISPATCH - REQUIRED LANDING DISTANCES

Ident.: PER-LDG-DIS-RLA-00013359.0595001 / 26 NOV 12
In case of landing in CONF 3 with landing weight equal to or less than 70 000 kg and with no wind
or headwind, it is equal to the corrected required landing distance for manual landing increased by
240 m.
In case of landing in CONF FULL with landing weight equal to or less than 70 000 kg and with
headwind, it is equal to the corrected required landing distance for manual landing increased by
170 m.
CTV A320 FLEET

FCOM
PER-LDG-DIS-RLA P 2/2
30 MAY 13
PERFORMANCE
ONE ENGINE INOPERATIVE
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
PER-OEI-GEN GENERAL
PER-OEI-GEN-05 GENERAL
INTRODUCTION......................................................................................................................................................A
FLIGHT PREPARATION......................................................................................................................................... B
STRATEGY..............................................................................................................................................................C
PER-OEI-GEN-10 STANDARD STRATEGY
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-GEN-15 OBSTACLE STRATEGY
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-GEN-20 FIXED SPEED STRATEGIES
PROCEDURE.......................................................................................................................................................... A
EXAMPLE................................................................................................................................................................ B
PER-OEI-ALT ALTITUDE
PER-OEI-ALT-10 CEILINGS
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS.................................................................... A

NET CEILING AT GREEN DOT SPEED................................................................................................................ B
PER-OEI-CRT CRUISE TABLES

PER-OEI-CRT-10 STANDARD AND OBSTACLE STRATEGIES
LONG RANGE CRUISE - 1 ENGINE OUT - ISA................................................................................................... A

LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10............................................................................................B
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +15............................................................................................C
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +20............................................................................................D
PER-OEI-CRT-20 FIXED SPEED STRATEGIES
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA........................................................................................................A

CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10.................................................................................................B
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +15................................................................................................ C
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +20................................................................................................ D
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA..................................................................................................... E
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10.............................................................................................. F
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +15..............................................................................................G
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +20.............................................................................................. H
CTV A320 FLEET

FCOM
PER-OEI-PLP-TOC P 1/2
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
PER-OEI-ICQ IN CRUISE QUICK CHECK

PER-OEI-ICQ-10 STANDARD STRATEGIES
IN CRUISE QUICK CHECK AT LONG RANGE SPEED........................................................................................A

IN CRUISE QUICK CHECK LONG RANGE...........................................................................................................C
PER-OEI-ICQ-20 FIXED SPEED STRATEGIES
GENERAL................................................................................................................................................................ A
IN CRUISE QUICK CHECK VMO.......................................................................................................................... C
IN CRUISE QUICK CHECK 320KT........................................................................................................................ D
PER-OEI-HLD HOLDING
HOLDING................................................................................................................................................................. A
PER-OEI-DES DESCENT
PER-OEI-DES-10 STANDARD STRATEGY
DESCENT - M.78/300KT.........................................................................................................................................A
PER-OEI-DES-15 OBSTACLE STRATEGY
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA...................................................................... A

GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10...............................................................B
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +15...............................................................C
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +20...............................................................D
PER-OEI-DES-20 FIXED SPEED STRATEGIES
DESCENT - M.80/350KT.........................................................................................................................................A
DESCENT - M.78/320KT ....................................................................................................................................... B
PER-OEI-DES-30 DESCENT TO LANDING
DESCENT TO LANDING........................................................................................................................................ A
CTV A320 FLEET

FCOM
PER-OEI-PLP-TOC P 2/2
30 MAY 13
PERFORMANCE
A320
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
INTRODUCTION
Ident.: PER-OEI-GEN-05-00002064.0001001 / 10 DEC 09
Applicable to: ALL
This chapter provides the single engine performance data to be used for the conduct and monitoring
of the flight following an engine failure.
The diversion strategy (descent and cruise speed schedules) shall be selected, and specified in the
operators routes specifications, as a function of the prevailing operational factors (e.g. obstacles
clearance requirements and/or ETOPS operation).
FLIGHT PREPARATION
Ident.: PER-OEI-GEN-05-00002065.0001001 / 28 FEB 11
Applicable to: ALL
In readiness for a possible engine failure occurring during the flight, any flight shall be planned so as
to comply with any of the following requirements, as applicable :
obstacle clearance,
oxygen,
maximum diversion distance (ETOPS operation).
The following FCOM sections provide flight preparation and fuel planning information :
Refer to PER-FPL-GEN-INT GENERAL, for Standard Fuel Planning,
Refer to PRO-SPO-40-10 General, for Extended Range Operation (ETOPS) and associated fuel
requirements.
STRATEGY
Ident.: PER-OEI-GEN-05-00002067.0001001 / 23 NOV 11
Applicable to: ALL
Depending on the prevailing operational constraints, the most appropriate diversion strategy shall be
selected, out of the following options:
CTV A320 FLEET

FCOM
A to C
PER-OEI-GEN-05 P 1/2
25 NOV 11
PERFORMANCE
A320
GENERAL - GENERAL
FLIGHT CREW
OPERATING MANUAL
STANDARD
STRATEGY
DESCENT
TO CEILING
CRUISE
DESCENT
TO LANDING
Approx
increase in fuel
consumption
compared with
both engines
operative
M .78/300 kt
MCT
LR ceiling
LR speed
OBSTACLE
STRATEGY
320 kt
Green Dot Speed

MCT
FIXED SPEED STRATEGIES

VMO
M .78/320 kt
MCT
Obstacle not
cleared:
Maintain Green Dot
Speed at MCT
Obstacle cleared :
Revert to standard
strategy
M .80/350 kt
MCT
FL per Refer to
FL per Refer to
PRO-SPO-40-60
PRO-SPO-40-60
ETOPS Fuel From
ETOPS Fuel From
Critical Point to
Critical Point to
Landing - One Engine Landing - One Engine
Out - Cruise at 320kt Out - Cruise at 350kt
MCT/320 kt
MCT/350 kt
IDLE/M .78/300 kt/250 kt
+33 %
For ETOPS operations, any of the above diversion strategies can be used provided that the selected
strategy and speed schedule is used in:
establishing the area of operation (maximum diversion distance), Refer to PRO-SPO-40-60
General,
calculating the diversion fuel requirements for the single engine ETOPS critical scenario, Refer to
PRO-SPO-40-30 ETOPS Fuel Scenarios,
demonstrating the applicable obstacle clearance requirements (net flight path and net ceiling).
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the pilot in command has the authority to
deviate from this planned one engine inoperative speed.
CTV A320 FLEET

FCOM
25 NOV 11
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - STANDARD STRATEGY
PROCEDURE
Ident.: PER-OEI-GEN-10-00002068.0001001 / 21 MAR 11
Applicable to: ALL
Unless a specific procedure has been established before dispatch (ETOPS, mountainous areas) the
recommended procedure is as follows :
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
GIVEN
GW at engine failure
FL at engine failure
Temperature
Distance to diversion airport
No wind
=
=
=
=
70 000 kg
310
ISA
540 nm
FIND
LRC ceiling : (Refer to PER-OEI-ALT-10 GROSS CEILINGS
AT LONG RANGE AND GREEN DOT SPEEDS)
Descent to cruise level : (FL 220) Refer to PER-OEI-DES-10
DESCENT - M.78/300KT
FL 220
Distance = 231 - 151 = 80 nm
Fuel = 1 274 - 896 = 378 kg
Time = 35 - 24 = 11 min
Cruise at long range speed (FL 220) to landing :

(Weight = 70 000 - 378 = 69 622 kg : Distance = 540 - 80 = 460 nm)
Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time and
fuel consumption at ISA conditions for a reference weight of 55 000 kg. Interpolate the remaining
air distance of 460 nm at FL 220.
Fuel : 2 482 kg
Time : 1 h 29 min
Correction due to actual in-cruise weight
Fuel
= +25 kg per 1 000 kg above reference weight
Fuel
= +25 kg (69.7 55) ~ 368 kg
RESULT
Total Fuel
Time
=
=
378 + 2 482 + 368 = 3 228 kg

1 h 29 min + 11 min = 1 h 40 min
EXAMPLE

GIVEN:
CTV A320 FLEET
FCOM
70 000 kg
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
Temperature
No wind
=
=
=
310
ISA
560 nm
FIND:
Descent to cruise level: (FL 180) Refer to PER-OEI-DES-10
FL 182
Distance = 235 - 98 = 137 nm
Fuel = 1 248 - 567 = 681 kg
Time = 35.6 - 16.0 = 19.6 min
Cruise at long range speed (FL 180) to landing.

(Weight = 70 000 - 681 = 69 319 kg: Distance = 560 - 137 = 423 nm)
Determine on (Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG RANGE) time
and fuel consumption at ISA conditions and for a reference weight of 55 000 kg. Interpolate the
remaining air distance of 423 nm at FL 180.
Fuel : 2 435 kg
Time : 1 h 24 min
Fuel
Fuel
= +19 kg (69.3 55) ~ 280 kg
RESULT:
Total Fuel
Time
=
=
681 + 2 435 + 280 = 3 396 kg

1 h 24 min + 20 min = 1 h 44 min
EXAMPLE

GIVEN:
Temperature
No wind
CTV A320 FLEET

FCOM
=
=
=
=
150 000 lb
310
ISA
540 nm
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
FIND
Descent to cruise level : (FL 230) Refer to PER-OEI-DES-10
FL 230
Distance = 232 - 104 = 68 nm
Fuel = 2 799 -2 119 = 680 lb
Time = 35.1 - 25.9 = 9.2 min
Cruise at long range speed (FL 230) to landing :

(Weight = 150 000 - 680 = 149 320 lb : Distance = 540 - 68 = 472 nm)
fuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remaining
air distance of 472 nm at FL 230.
Fuel : 5 551 lb
Time : 1 h 32 min
Fuel
= +21 lb per 1 000 lb above reference weight
Fuel
= +21 lb (149.3 120) ~ 615.3 lb
RESULT
Total Fuel
Time
CTV A320 FLEET

FCOM
=
=
680 + 5 551 + 616 = 6 847 lb

1 h 32 min + 10 min = 1 h 42 min
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - OBSTACLE STRATEGY
PROCEDURE
Applicable to: ALL
In order to maintain the highest possible level, the drift down procedure must be adopted.
This requires maximum continuous thrust on the remaining engine at green dot speed.
If, having reached drift down ceiling altitude, an obstacle problem remains, the drift down
procedure must be maintained so as to fly an ascending cruise profile.
If, after drift down, no obstacle problem remains, the speed should be allowed to increase
to long range speed and maintained. The subsequent cruise should be made using either
the long range speed by adjusting it as a function of aircraft weight or by maintaining the
initial cruise speed.
Note:
Due to the fact that the long range speed is higher than the green dot speed, the cruise will
be made at an altitude lower than the drift down ceiling.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
GIVEN
Temperature
Distance to destination airport
No wind
CTV A320 FLEET
FCOM
=
=
=
=
62 000 kg
350
ISA
1 500 nm
A to B
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
FIND
Level off (drift down ceiling) (Refer to
: 25 400 ft
PER-OEI-DES-15 GROSS FLIGHT PATH
DESCENT AT GREEN DOT SPEED - ISA)
Distance
: 267 nm
Fuel
: 1 400 kg
Time
: 48 min
LRC ceiling : (Refer to PER-OEI-ALT-10 : FL 250
GROSS CEILINGS AT LONG RANGE AND
GREEN DOT SPEEDS)
Cruise at long range speed (FL 250) to landing
(weight = 62 000 - 1 400 = 60 600 kg : Distance = 1 500 - 267 = 1 233 nm)
air distance of 1 233 nm at FL 250.
Fuel : 6 462 kg
Time : 3 h 42 min
Fuel
Fuel
= +82 kg (60.6 55) ~ 459 kg
RESULT
Total Fuel
Time
=
=
6 462 + 459 + 1 400 = 8 321 kg

3 h 42 min + 48 min = 4 h 30 min
EXAMPLE

GIVEN
Temperature
No wind
CTV A320 FLEET

FCOM
=
=
=
=
62 000 kg
350
ISA
1 500 nm
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
FIND
: 24 300 ft
Distance
: 338 nm
Fuel
: 1 800 kg
Time
: 1 h 04 min
LRC ceiling : (Refer to PER-OEI-ALT-10 : FL 202
GREEN DOT SPEEDS)
(weight = 62 000 - 1 800 = 60 200 kg : Distance = 1 500 - 338 = 1 162 nm)
Fuel : 6 503 kg
Time : 3 h 34 min
Fuel
Fuel
= +58 kg (60.2 55) ~ 302 kg
RESULT
Total Fuel
Time
=
=
6 503 + 302 + 1 800 = 8 605 kg

3 h 34 min + 1 h 04 min = 4 h 38 min
EXAMPLE

GIVEN
Temperature
No wind
CTV A320 FLEET

FCOM
=
=
=
=
135 000 lb
350
ISA
1 500 nm
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
FIND
: 25 600 ft
Distance
: 347 nm
Fuel
: 4 200 lb
Time
: 1 h 04 min
LRC ceiling (Refer to PER-OEI-ALT-10
: FL 250
GREEN DOT SPEEDS)
(weight = 135 000 - 4 200 = 130 800 lb : Distance = 1 500 - 347 = 1 153 nm)
fuel consumption at ISA conditions for a reference weight of 120 000 lb. Interpolate the remaining
Fuel : 13 246 lb
Time : 3 h 29 min
Fuel
Fuel
= +74 lb (130.8 120) ~ 799 lb
RESULT
Total Fuel
Time
CTV A320 FLEET

FCOM
=
=
13 246 + 799 + 4 200 = 18 245 lb

3 h 29 min + 1 h 04 min = 4 h 33 min
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
GENERAL - FIXED SPEED STRATEGIES
PROCEDURE
Applicable to: ALL
This section provides single engine performance data for two fixed speed diversion strategies
(fixed descent and cruise speed schedules) recommended for ETOPS operation, provided that the
requirements set forth, Refer to PER-OEI-GEN-05 INTRODUCTION, are complied with.
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
EXAMPLE
GIVEN :
Temperature
Speed selected before dispatch
Cruise level for diversion
Selected before dispatch
=
=
=
=
=
70 000 kg
350
ISA
500 nm
350 kt
FL 180
FIND :
Descent to cruise level (Refer to : Distance = 199 - 106 = 93 nm
PER-OEI-DES-20 DESCENT Fuel = 1 186 - 760 = 426 kg
M.80/350KT)
Time = 26.9 - 15.1 = 11.8 min
Cruise
Weight
= 70 000 - 426 = 69 574 kg
Distance = 500 - 93 = 407 nm
Determine (Refer to PER-OEI-ICQ-20 IN CRUISE QUICK CHECK VMO) time and fuel
consumption at ISA conditions for a reference weight of 55 000 kg
Interpolate the remaining distance of 407 nm at FL 180
Fuel
= 2 595 kg
Time
= 1 h 12 min
Correction due to actual in-cruise weight : no correction here
RESULT :
Total Fuel
Time
=
=
2 595 + 426 = 3 021 kg

1 h 12 min + 12 min = 1 h 24 min
EXAMPLE

GIVEN :
CTV A320 FLEET
FCOM
70 000 kg
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
Temperature
=
=
=
=
350
ISA
500 nm
350 kt
FL 180
FIND :
PER-OEI-DES-20 DESCENT Fuel = 1 030 - 651 = 379 kg
M.80/350KT)
Time = 24.1 - 13.1 = 11 min
Cruise
Weight
= 70 000 - 379 = 69 621 kg
Distance = 500 - 86 = 414 nm
consumption at ISA conditions for a reference weight of 55 000 kg
Fuel
= 2 804 kg
Time
= 1 h 11 min
Fuel
Fuel
= +3 kg (69.6 55) ~ 44 kg
RESULT :
Total Fuel
Time
=
=
2 804 + 44 + 379 = 3 227 kg

1 h 11 min + 11 min = 1 h 22 min
EXAMPLE

GIVEN:
Temperature
CTV A320 FLEET
FCOM
=
=
=
=
150 000 lb
350
ISA
500 nm
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

350 kt
FL 180
FIND:
PER-OEI-DES-20 DESCENT Fuel = 2 263 - 1 433 = 830 lb
M.80/350KT)
Time = 24 - 13.1 = 10.9 min
Cruise
Weight
= 150 000 - 830 = 149 170 lb
Distance = 500 - 86 = 414 nm
consumption at ISA conditions for a reference weight of 120 000 lb
Fuel
= 6 182 lb
Time
= 1 h 11 min
Fuel
Fuel
= +3 lb (149.2 120) ~ 88 lb
RESULT:
Total Fuel
Time
CTV A320 FLEET

FCOM
=
=
6 182 + 88 + 830 = 7 100 lb

1 h 11 min + 10.9 min = 1 h 22 min
30 MAY 13
PERFORMANCE
A320
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL
GROSS CEILINGS AT LONG RANGE AND GREEN DOT SPEEDS

Ident.: PER-OEI-ALT-10-00002099.0481001 / 22 MAR 11
Note:
If severe icing conditions are encountered, ice formation may build up on non heated
structure and therefore the ceiling will be reduced by 2 000 ft.
CTV A320 FLEET

FCOM
PER-OEI-ALT-10 P 1/4
30 MAY 13
PERFORMANCE
A320
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL

Note:
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-OEI-ALT-10-00002099.0479001 / 02 FEB 11
Note:
NET CEILING AT GREEN DOT SPEED

To obtain the net ceiling at green dot speed, apply the following corrections to the gross ceiling at
green dot speed:
CTV A320 FLEET
FCOM
A to B
30 MAY 13
PERFORMANCE
A320
ALTITUDE - CEILINGS
FLIGHT CREW
OPERATING MANUAL
ISA +10
ISA +20
48
-4 500 ft
-5 200 ft
52
-4 700 ft
-4 800 ft
56
-4 700 ft
-3 800 ft
WEIGHT (1 000 kg)

60
64
-4 000 ft
-3 300 ft
-3 100 ft
-3 300 ft
68
-3 300 ft
-4 000 ft
72
-3 700 ft
-5 200 ft
76
-4 600 ft
-6 800 ft

green dot speed:
ISA +10
ISA +20
48
-5 800 ft
-4 200 ft
52
-4 200 ft
-2 800 ft
56
-2 700 ft
-2 600 ft
WEIGHT (1 000 kg)

60
64
-2 400 ft
-3 600 ft
-3 800 ft
-4 500 ft
68
-4 700 ft
-6 300 ft
72
-5 100 ft
-10 100 ft
76
-6 100 ft
-11 800 ft

green dot speed:
ISA +10
ISA +20
110
-5 200 ft
-3 300 ft
CTV A320 FLEET

FCOM
120
-3 200 ft
-2 400 ft
130
-2 300 ft
-3 500 ft
WEIGHT (1 000 lb)

140
150
-3 500 ft
-4 700 ft
-4 400 ft
-6 300 ft
160
-5 200 ft
-10 500 ft
170
-6 900 ft
-12 200 ft
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLES - STANDARD AND OBSTACLE STRATEGIES
LONG RANGE CRUISE - 1 ENGINE OUT - ISA

Ident.: PER-OEI-CRT-10-00002108.0020001 / 10 DEC 09
CTV A320 FLEET

FCOM
PER-OEI-CRT-10 P 1/24
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
LONG RANGE CRUISE - 1 ENGINE OUT - ISA +10

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-OEI-CRT-10-00002111.0063001 / 04 MAR 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE TABLES - FIXED SPEED STRATEGIES
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - MCT/VMO - 1 ENGINE OUT - ISA +10

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CRUISE - MCT/320KT - 1 ENGINE OUT - ISA +10

Ident.: PER-OEI-CRT-20-00002117.0012001 / 04 MAR 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - STANDARD STRATEGIES
IN CRUISE QUICK CHECK AT LONG RANGE SPEED

Ident.: PER-OEI-ICQ-10-00002122.0001001 / 14 NOV 11
Applicable to: ALL
the time required to cover a given air distance from any moment in cruise to landing, with one engine
inoperative.
Cruise Mach number : long range
Descent profile : M .78/300 kt/250 kt
Approach and landing : 120 kg or 270 lb - 6 min IMC
ISA
CG = 33 %
Pack flow HI
Anti ice OFF
Note:
3. For each degree Celsius above ISA temperature apply a fuel correction of 0.015
(kg/C/NM) ISA (C) air distance (NM) or 0.033 (lb/C/NM) ISA (C) air
distance (NM).
Ident.: PER-OEI-ICQ-10-00002123.0001001 / 28 JAN 11

Applicable to: ALL
The in cruise quick check tables are based on a reference initial weight.
A correction on the fuel consumption has to be made, when the actual initial weight is different from
the reference initial weight.
part of the table per 1 000 kg or 1 000 lb below (or above) the reference initial weight (Refer to
PER-OEI-GEN-20 EXAMPLE).
CTV A320 FLEET

FCOM
A to B
PER-OEI-ICQ-10 P 1/4
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

Ident.: PER-OEI-ICQ-10-00002124.0019001 / 08 MAR 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK - FIXED SPEED STRATEGIES
GENERAL
Ident.: PER-OEI-ICQ-20-00002125.0001001 / 14 NOV 11
Applicable to: ALL
the time required to cover a given air distance from any moment in cruise to landing with one engine
inoperative.
Cruise speed: MCT/VMO, MCT/320 kt.
Approach and landing: 120 kg or 270 lb - 6 min IMC
ISA
CG = 33 %
Pack flow HI
Anti ice OFF
Note:
1. In the tables, the asterisk "*" means that a step climb of 4 000 ft has been made to reach
3. For each degree Celsius above ISA apply a fuel correction of
0.015 (kg/C/NM) ISA (C) Air Distance (NM)
or 0.033 (lb/C/NM) ISA (C) Air Distance (NM)

Applicable to: ALL
The in cruise quick check tables are based on a reference initial weight. The fuel consumption must
be corrected when the actual weight is different from the reference initial weight.
If it is lower (or greater) than the reference weight, subtract (or add) the value given in the
correction part of the table per 1 000 kg or 1 000 lb below (or above) the reference weight (Refer to
PER-OEI-GEN-20 EXAMPLE).
CTV A320 FLEET

FCOM
A to B
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK VMO

Ident.: PER-OEI-ICQ-20-00002127.0022001 / 10 DEC 09
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
IN CRUISE QUICK CHECK 320KT

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
HOLDING
FLIGHT CREW
OPERATING MANUAL
HOLDING
Ident.: PER-OEI-HLD-00002130.0024001 / 28 FEB 11
CTV A320 FLEET

FCOM
PER-OEI-HLD P 1/4
30 MAY 13
PERFORMANCE
A320
HOLDING
FLIGHT CREW
OPERATING MANUAL
HOLDING
CTV A320 FLEET

FCOM
PER-OEI-HLD P 2/4
30 MAY 13
PERFORMANCE
A320
HOLDING
FLIGHT CREW
OPERATING MANUAL
HOLDING
CTV A320 FLEET

FCOM
PER-OEI-HLD P 3/4
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
HOLDING
CTV A320 FLEET

FCOM
PER-OEI-HLD P 4/4
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT - STANDARD STRATEGY
Ident.: PER-OEI-DES-10-00002135.0009001 / 09 MAR 11
CTV A320 FLEET

FCOM
PER-OEI-DES-10 P 1/4
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT - OBSTACLE STRATEGY
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA

Ident.: PER-OEI-DES-15-00002080.0022001 / 09 DEC 09
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
GROSS FLIGHT PATH DESCENT AT GREEN DOT SPEED - ISA +10

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
For LONG RANGE CRUISE table Refer to PER-OEI-CRT-10 LONG RANGE CRUISE - 1 ENGINE
OUT - ISA
For IN CRUISE QUICK CHECK Refer to PER-OEI-ICQ-10 IN CRUISE QUICK CHECK LONG
RANGE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
OUT - ISA
RANGE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL

CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
OUT - ISA
RANGE
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT - FIXED SPEED STRATEGIES
Ident.: PER-OEI-DES-20-00002136.0023001 / 22 FEB 11
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT - DESCENT TO LANDING
DESCENT TO LANDING
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT TO LANDING
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
DESCENT TO LANDING
CTV A320 FLEET

FCOM
30 MAY 13
PERFORMANCE
A320
FLIGHT CREW
OPERATING MANUAL
CTV A320 FLEET

FCOM
30 MAY 13

FCOM - Performance

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FCOM - Performance

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OPERATIONS

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OPERATIONS ENGINEERING BULLETINS

OEB-GEN General Description

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

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CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS

No Temporary Documentary Unit

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

LIST OF EFFECTIVE TEMPORARY DOCUMENTARY UNITS

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CTV A320 FLEET

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OPERATIONS ENGINEERING BULLETINS

PRELIMINARY PAGES - TABLE OF CONTENTS

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

PRELIMINARY PAGES - TABLE OF CONTENTS

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CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

OEB CONTENT AND MANAGEMENT

After installation of the OEB corrective modification/Service Bulletins (SB): if an

OEB IN THE FCOM

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

The conditions for applying the OEB procedures :

The FCOM LEOEB consists of:

OPERATIONS ENGINEERING BULLETINS

The "T" field indicates the Type of OEB:

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

The QRH LEOEB consists of:

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

REVIEW OF THE OEB

OEB REMINDER FUNCTION

CTV A320 FLEET

OPERATIONS ENGINEERING BULLETINS

CROSS REFERENCE BETWEEN THE FORMER AND NEW OEB IDENTIFICATIONS

The former OEB identification is also provided within each OEB.

CTV A320 FLEET

Nose Landing Gear

VOR Bearing Fluctuations

OPERATIONS ENGINEERING BULLETINS

CTV A320 FLEET

Continued from the previous page

False ECAM Amber Cautions

Insufficient Bank Angle

Dual FWC Failure following

No Transition to Go-Around Phase

IDG Connector Arcing (IAE)

FUEL L( R ) TK PUMP 1+2 LO PR

Dual FM Reset upon

Excessive FMS Holding Pattern Size

Operation of Center Tank Pumps

Operation of Fuel Pumps

"ENG 1(2) OIL FILTER CLOG"

Continued on the following page

OPERATIONS ENGINEERING BULLETINS